January 1, 1998

January

2005

MR NOTICE TO SHIPPING No. N-1-2005

Steamship Agents, Owners and Operators

Subject: Vessel Requirements

1. Effective Date and Cancellation

This Notice is effective on the date of issue and cancels MR Notice to Shipping No. N-1-2004.

A revised Notice will be issued in January of each year or when otherwise required.

2. Purpose and Scope

a. The purpose of this document is to inform the shipping community of the procedures and

amplifications necessary to implement the Maritime Regulations for the Operation of the Panama
Canal (MROPC).

Please be advised that non-compliance with Panama Canal rules and

regulations may subject vessels to unnecessary delays or denial of transit.

The Panama Canal

Authority (ACP) may order deviations from these rules if special circumstances so warrant. Please
refer to the Table of Contents on pages 8 through 10.

b. Information regarding implementation of the Automatic Identification System (AIS) and the

Automated Data Collection System (ADCS) at the Panama Canal, as well as a reminder of the pre-
arrival notification policy, appears on page 4 of this Notice.

c. Reminders concerning the exceptions to the limitation of supers to be booked, the

availability of transit booking information on the Internet, and the tanker inspection program are
presented on page 5.

d. Information on new tariffs for transit-related services and the new edition of the ACP

Maritime Regulations appear on page 6. In addition, the reference number of the bank deposit slip
that must be completed in order to procure the new regulations was corrected in this Notice.

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MR Notice to Shipping No. N-1-2005

e. The definition of the Minimum Full Ahead Speed required for transiting vessels was

incorporated on page 11 of this Notice.

f. The LOA classification of vessel over 480’ (176.8 m) was changed to 580’ (176.8 m) in

Table I (Minimum Salt Water Drafts) on page 15.

g. Information regarding the new requirement for calibration of magnetic compasses in

Panama Canal waters was incorporated on subsection 4.k (

Compass

), on page 30.

h. The policy regarding mandatory carriage of Automatic Identification Systems (AIS) for

transiting vessels was added on subsection 4.p (

Use of Automatic Identification System-AIS)

page 32.

i. Information regarding the requirement for transiting vessels to report dangerous cargoes in

bulk was added in subsection 14.e on page 50.

j. Finally, a new section on the assignment procedures for additional pilots due to vessel

deficiencies was added on page 55.

3. Organization and Responsibility

The

Department of Maritime Operations

(telephone: 272-4500, fax: 272-3892), under the

Maritime Operations Director, is the organizational unit of the Panama Canal Authority responsible
for the control of maritime traffic through the Canal and its terminal ports, and through which all
ACP services to shipping are handled. Following is a summary of the Department of Maritime
Operations units, which due to their functions, often require contact with agents, operators and
owners:

a. The

Admeasurement Unit

(telephone: 272-4567, fax: 272-7901), headed by the

Admeasurement Unit manager, is responsible for ascertaining the correct Panama Canal tonnage of
vessels transiting the Canal, boarding and clearing of vessels for medical surveillance, general ship
inspections, gathering information for the Ship Data Bank, and generating billing invoices for
transits and related services.

b. The

Board of Inspectors

(telephone: 272-3403, fax: 272-3548), headed by the Board of

Inspectors chairman, is responsible for the official inquiry and examination into the circumstances
surrounding marine accidents which occur in the Canal operating area, harbors, anchorages and
adjacent areas involving Authority personnel and/or equipment. In addition, is responsible for the
certification of marine credentials of Authority employees.

c. The

Transit Operations Division

(telephone: 272-4211, fax: 272-7688), headed by the

Transit Operations Division manager, is responsible for the immediate direction of daily maritime
operations, emergency response and recovery, supervision and enforcement of rules and regulations
governing the navigation of the Canal, approval of new construction compliance with chocks and
bitts, boarding facilities, wheelhouse design features and visibility requirements, and for ensuring
that vessels arriving for transit are properly equipped. Additionally, the unit is responsible for

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

matters involving the safety aspects of vessel traffic flow and control, vessel material conditions
and inspections, hazardous cargo, Canal physical conditions, and emergency response for fires or
oil/chemical spills. The responsibilities of the Transit Operations Division manager are exercised
through the Canal port captain on duty.

d. The

Traffic Management Unit

(telephone: 272-4220, fax: 272-3976, e-mail:

ETA@pancanal.com), headed by the Traffic Management Unit manager, is responsible for
processing ETA information, preparation of the daily transit schedule, monitoring and coordinating
all vessel movements within Canal operating areas, and administering the Panama Canal Transit
Booking System.

Vessel transits are a joint effort. In addition to the responsibilities outlined above, vessel

owners, operators, agents, officers and crews are responsible for compliance with Canal rules and
regulations. Cooperation of all concerned parties is necessary to ensure a safe and efficient transits.

4. Communication Channels

Direct communication with the Department of Maritime Operations units may be

established by the following means:

a. MAIL - address to:

AUTORIDAD DEL CANAL DE PANAMÁ (ACP)

(Name, position and title)

ACP-MR

P.O. Box 526725

Miami FL 33152-6725

b. FACSIMILE:

(Name of Unit)

(Fax numbers are listed on the previous pages.)

c. TELEPHONE:

(Telephone numbers are listed in the previous pages.)

a. INTERNATIONAL ACCESS CODE - For fax and phone: 507

b. TRAFFIC MANAGEMENT UNIT E-mail address:

ETA@pancanal.com

c. RADIO PRATIQUE MESSAGES VIA e-mail:

mrtd-rcp@pancanal.com

mrtd-rca@pancanal.com

d. DRAWING SUBMITALS: Electronic via e-mail to:

mrtc-pln@pancanal.com

or in compact

disk, diskette or printed form by regular mail to the following address:

AUTORIDAD DEL CANAL DE PANAMA (ACP)
Transit Operations Division (MRT)
8619 NW 68 Street
Miami, FL 33166-2667
U. S. A.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

Packages mailed to the above address will be forwarded to our offices in Panama; however,

packages may also be mailed directly to our office in Panama using the following addresses:

By Courier Mail:

AUTORIDAD DEL CANAL DE PANAMA
División de Tránsito Marítimo,
Edificio 910, La Boca,
Balboa, Panamá,
República de Panamá

By Regular Mail:

AUTORIDAD DEL CANAL DE PANAMA
División de Tránsito Marítimo (MRT)
Balboa, Panamá,
República de Panamá

5. Relevant Information for Canal Customers

a. Implementation of AIS in the Panama Canal

Since July, 2003, the ACP implemented mandatory carriage of Automatic Identification

Systems (AIS) in Panama Canal waters. In order to be accepted for transit through the Panama
Canal, all vessels over 300 gross tons or over 20 meters LOA must be equipped with an AIS
transponder that meets the standards set by the International Maritime Organization (IMO). This
Canal policy applies to all vessels – including warships, naval auxiliaries or other ships owned by a
SOLAS Contracting Government and used only on Government non-commercial service. With
regard to combined and multiple units (tug-and-tows), only the tug will be required to be equipped
with an AIS transponder. Following Regulation 19, Chapter V of the International Convention for
the Safety of Life at Sea (SOLAS 74), all vessels will be required to carry onboard AIS systems,
effective on the date of the first safety equipment survey between July 1, 2004, and December 31,
2004. A

s a means to assist vessels that arrive for transit without functional AIS systems, the Canal has AIS-

ready vessel tracking pilot portable units available for rent.

b. Implementation of the Automated Data Collection System (ADCS)

The ACP has developed and implemented an Automated Data Collection System (ADCS)

for the collection of all data required for transit through electronic means, which makes obsolete
the submission of information in paper form. The development of the ADCS is based primarily on
the objective of providing the best level of security and service to Canal customers and, at the same
time, complying with all the new international security regulations. Complete information about
the new ADCS is provided in MR Notice to Shipping No. N-7-2005.

c. Pre-Arrival

Notification

Vessels that fail to provide accurate and complete pre-arrival notification 96 hours prior to

arriving at Canal waters

may not be scheduled

for transit ahead of vessels that have complied with

this requirement or that have already been assigned pilots for transit.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

The timely submittal of information that may affect transit restrictions or resources, such as

cargo declaration, drafts for transit, or transit ready time, is essential, and failure to do so may
affect the vessel’s transit rate-to-go.

d. Exceptions to the Limitation of Supers to be Booked

Present limitations on the number of supers that are allowed to be booked per direction have

generated an increase in the number of booking rejections. In order to provide a better distribution
of booking slots based on demand, changes to the booking system, available during normal
conditions (Condition 1), are hereby implemented for supers only, to be used during the third
booking period. These changes are as follows:

•

If after the competition period booking slots are still available, these slots may be

offered to vessels that were originally rejected, due to limitations by direction or “full daylight-
hour” restrictions. These slots will be offered to vessels in the same order as they were rejected.

•

If there are no rejections, available slots may be taken by any interested vessel(s) until

the closing date of the last booking period. The number of slots to be allocated by direction shall
not exceed eight (8) for southbound vessels and seven (7) for northbound vessels. The number of
slots to be allocated for daylight-restricted vessels shall not exceed six (6) for southbound vessels
and five (5) for northbound vessels.

e. Booking Information on the Internet

A new section on the Panama Canal Internet site provides information on the current status

of the Transit Booking System. The Canal booking system may be reviewed at the following
address:

http://www.pancanal.com/eng/maritime/transit/index.html

, and offers information on:

- Booking Slots Available

•

Regular vessels (under 91 feet in beam)

•

Supers (91 feet in beam and over)

•

Booking Slots Available Report

- Customer Ranking Report

The Booking Slots Available display has been designed to provide information on reserved

slots and slot availability within the next 12 months, while the new Booking Slots Available Report
has been created to facilitate the review of the availability of booking dates. This information is
updated every two hours. In addition, the Customer Ranking Report is updated and posted at the
end of each month.

f. Tanker Inspection Program

The ACP continues to inspect tankers transiting the Panama Canal as part of its Transit

Vessel Inspection Program, in an effort to reduce the possibility that ACP personnel or the public in
general may suffer exposure to flammable or toxic vapors emanating from these vessels. Tankers
are selected for inspection based on factors such as chemical and physical properties of their cargo,
historical performance during previous transits, the age of the tanker, and whether they are single
or double hull. These inspections are conducted by ACP industrial hygienists/marine chemists.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

Selected tankers are scheduled for inspection after arrival at Canal waters. The inspections

are conducted primarily in the inner Atlantic anchorage, but may also be conducted in the Pacific or
Gatun Anchorages. These inspections are normally scheduled between 0600 and 2000 hours,
provided that they do not interfere with the schedule for transit; however, a tanker with a history of
deficiencies may be kept out of schedule until it has been inspected and it has been established not
to pose a risk. The master of the vessel shall assign an officer to escort the inspectors for the
duration of the inspection.

These inspections will target cargo and emission control systems, required flammable

and/or toxic fixed and portable detectors, firefighting systems, and other necessary equipment for a
safe transit. Any deficiency found during these inspections will be reported to the master on the
inspection form, and must be corrected in order to continue with the transit. In the event such
deficiencies cannot be corrected, authorization to continue the transit must be given by the Canal
Operations Captain or his designee. The tanker may be subject to a re-inspection to verify that
proper corrective action has been taken. Current sample inspection forms for chemical, oil and
liquefied gas carriers are enclosed.

The Panama Canal requires tankers to have current tanker class certificates and certificates

of fitness, as required by SOLAS and MARPOL. As always, no charge will be assessed for the
initial inspection, providing no deficiency is found; however, if a deficiency is found, charges will
be assessed for chemist, pilot, and launch services. The official tariff, should deficiencies be found,
is available at

http://www.pancanal.com/eng/maritime/tariff/index.html

. Additional inquiries may

be directed to the Transit Operations Division at telephone (+507) 272-4215 or facsimile (+507)
272-7688.

g. New Tariffs for Transit-Related Services

During 2004 the ACP approved the following changes in tariffs for selected Transit Related

Services:

•

A 5.9% increase to the regular transit related tug services rates,

•

A 6% average general increase in the rates for linehandling services, and

•

Other miscellaneous changes to the tug and linehandlers rates.

6. New edition of ACP Maritime Regulations

A new edition of the Maritime Regulations for the Operation of the Panama Canal is now

available for purchase. This new edition incorporates all of the agreements, amendments and
modifications that have been approved and issued by the ACP Board of Directors since the
previous edition of December 1999. The Panama Canal Authority requires that an updated copy of
the Maritime Regulations for the Operation of the Panama Canal be maintained on board all
transiting vessels.

This new version incorporates a new format, whereby the body of the regulations is merged

with the corresponding articles in the annexes, which facilitates the reading and consulting of this
legal publication. In addition, a compact disc containing the digital version of the maritime
regulations has been included with each book.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

Each transiting vessel is entitled to a complimentary copy of said regulations. Requests for

complimentary copies must be made in writing to the Admeasurement Unit of the Transit
Operations Division, listing the name(s) of the vessel(s); however, additional copies for the same
vessel, albeit under another agent or owner, are available for purchase through the vessel’s agent or
directly from the Admeasurement Unit at a cost of $10.00 USD each.

In order to purchase these books, the payment must be made to the Citibank in Balboa or

Cristobal using the “Speed Collect” deposit slip completed in the following manner:

Beneficiary:

Panama Canal Authority (ACP)

Account

Number:

0-550305-054

Reference:

28.280101.400999

Depositor:

Individual or organization making the deposit

Blank area:

ACP Maritime Regulations

A copy of the deposit slip should then be taken to the Admeasurement Unit to obtain the

Regulations. The Admeasurement Unit has offices located at Building 729, 1

floor, Balboa, or

Building 1000, Port Captain’s Office in Cristobal, and may be contacted by e-mail at
MRTD@pancanal.com or by telephone at (507) 272-4567 (Balboa) or (507) 443-2298 (Cristobal).

7. Customers Comments Regarding ACP Services

In an effort to improve the quality of the services provided by the ACP, we request our

customers that any comment regarding these services, or recommendations to further improve
them, be addressed to the Maritime Operations Director through the following means:

E-mail:

mr@pancanal.com

Fax :

(507)272-3892

Mail :

AUTORIDAD DEL CANAL DE PANAMÁ (ACP)

Maritime Operations Department

Bldg.

729

Balboa-Ancon,

Panama

ORIGINAL SIGNED

Jorge L. Quijano
Maritime Operations Director

FULL DISTRIBUTION

VESSEL REQUIREMENTS

Table of Contents

PAGE

Definitions

a. Barge ............................................................................................................................. 11
b. Commercial

Vessel ....................................................................................................... 11

c. Passenger

Vessel ........................................................................................................... 11

d. Dangerous

Cargo .......................................................................................................... 11

e.  Integrated Tug-Barge Combination .............................................................................. 11
f.  Integrated Tug-Tank Combination ............................................................................... 11
g.  Maximum Authorized Transit Draft ............................................................................. 11
h.  Maximum Authorized Draft.......................................................................................... 11
i.  Minimum Full Ahead Speed ......................................................................................... 11
j. Maximum

Beam............................................................................................................ 11

k. Maximum

Length.......................................................................................................... 11

l. Maximum

Width ........................................................................................................... 12

m. Non-Self-Propelled Vessel............................................................................................ 12
n. Protrusion ...................................................................................................................... 12
o.  Published TFW Maximum Draft .................................................................................. 12
p.  Tropical Fresh Water (TFW) ........................................................................................ 12
q. PC/UMS ........................................................................................................................ 12
r.  Maximum Allowable Start Time .................................................................................. 12

Size and Draft Limitations of Vessels

a. Maximum

Length.......................................................................................................... 12

b. Maximum

Beam............................................................................................................ 13

c. Maximum

Width ........................................................................................................... 13

d. Protrusions .................................................................................................................... 13
e. Maximum

Height .......................................................................................................... 14

f. Draft .............................................................................................................................. 14
g.  Potential Seasonal Draft Restrictions ........................................................................... 18
h.  Release from Liability................................................................................................... 18
i.  Approval of Plans ......................................................................................................... 21
j.  Denial of Transit ........................................................................................................... 22
k.  Vessel Should Be Able to Relay at the Locks .............................................................. 23

Requirement for Pilot Platforms and Shelters on Certain Vessels

Navigation Bridge Features Required of Transiting Vessels

a. Authority ....................................................................................................................... 26
b. Wheelhouse

…….......................................................................................................... 26

c. Bridge

Wings ................................................................................................................ 27

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MR Notice to Shipping No. N-1-2005

d.  Normal Conning Positions.............................................................................................27
e.  Minimum Visibility Requirements ................................................................................28
f. Indicators .......................................................................................................................30
g.  Very High Frequency (VHF) Radio ..............................................................................30
h. Whistle

Controls ............................................................................................................31

i. Steering

Light ................................................................................................................31

j. Bow/Stern

Thrusters ......................................................................................................31

k. Compass .........................................................................................................................31
l. Course

Recorders ...........................................................................................................32

m.  Bridge Wing Spotlights .................................................................................................32
n. Radar ..............................................................................................................................32
o.  Maximum Allowable Start Time for .............................................................................33
p.  Use of Automatic Identification System (AIS)..............................................................33

Requirements for Non-Self-Propelled Vessels

Vessels Requiring Towing Services

7. Deckload

Cargo

Construction, Number and Location of Chocks and Bitts

Mooring Lines, Anchors and Deck Machinery

10. Boarding

Facilities

11.

Deck-Loaded Containers on Ships not Built for Container Carriage

a. General...........................................................................................................................48
b.  Approval for Transits.....................................................................................................48
c.  Advance Notice and Inspection .....................................................................................49
d.  Calculation of PC/UMS for Vessels not Designed to Carry Containers on Deck.........49

12.

Unauthorized Modification to the PC/UMS Net Tonnage Certificate

13.

Calculation of PC/UMS Net Tonnage on Passenger Vessels

14.

Dangerous Cargo Requirements

a. General...........................................................................................................................50
b.  Test of Equipment on Board ..........................................................................................50
c.  Holding Due to Non-Compliance ..................................................................................51
d.  Tankers Claiming Cargo Tanks as “Gas Free” or “Inert” .............................................51
e.  Reporting Dangerous Cargoes in Bulk ..........................................................................51
f.  Reporting Shipments of Direct Reduced Iron................................................................52
g.  Precautionary Measures Due to Dangerous Cargo ........................................................53
h. Reporting Shipments of Hazardous Wastes …………………………………………..53
i.  Reporting Radioactive Cargoes .....................................................................................54

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

NOTICE TO SHIPPING No. N-1-2005

VESSEL REQUIREMENTS

1. Definitions

. Barge:

A flat-bottomed vessel of full body and heavy construction without installed

means of propulsion.

Commercial Vessel:

A self-propelled vessel other than a naval, military or other public

vessel.

Passenger Vessel

: A vessel that principally transports passengers and runs on fixed

published schedules. All the spaces that have been identified and certified for the use or possible
use of passengers are to be included in the total volume calculation of the vessel.

Dangerous Cargo:

Any material which is explosive, flammable, radioactive or toxic to

humans or the environment.

. Integrated Tug-Barge Combination:

A pushing vessel and a non-tank barge pushed

ahead rigidly connected to each other to form a composite unit. A composite unit means a pushing
vessel rigidly connected by "mechanical means" to a barge being pushed so they react to the sea
and swell as one vessel and as such considered a single power-driven vessel. "Mechanical means"
does not include lines, hawsers, wires or chains. To be considered an ITB at the Panama Canal,
such vessels must meet all current ACP regulations and requirements for transit and be able to
operate in all conditions under which a ship of equivalent size can operate.

. Integrated Tug-Tank Combination:

A pushing vessel and a tank barge pushed ahead

rigidly connected to each other to form a composite unit. The composite unit must meet all
specifications and requirements set forth for an Integrated Tug-Barge Combination.

Maximum

Authorized

Transit Draft:

Deepest point of immersion in TFW of a particular

vessel permitted at anytime, Gatun Lake level and Canal restrictions permitting.

Maximum Authorized Draft:

Lesser of the maximum authorized transit draft or the

maximum tropical freshwater draft by Load Line Certificate.

Minimum Full Ahead Speed:

The ACP has determined that the minimum

full ahead

speed required for vessels in order to complete transit in standard times is 8 knots.

Maximum Beam:

The maximum breadth (width) of the hull between the outside surfaces

of the shell plating.

Maximum length:

The distance between the forward and after extremities of a vessel,

including the bulbous bow and protrusions (also length over-all - L.O.A.).

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Maximum Width:

The extreme width of a vessel, including protrusions, at its widest

point.

Non-Self-Propelled Vessel:

A vessel which either does not have installed means of

propulsion, or has installed means of propulsion which does not function during transit. Also
referred to as dead tow.

Protrusion:

Anything that extends beyond any portion of the hull of a vessel, whether it

is permanent or temporary, except for the main anchors.

Published TFW Maximum Draft:

Deepest point of immersion in Gatun Lake waters as

promulgated by the Maritime Operations Director, taking into account the water level of Gatun
Lake and other limitations deemed necessary because of restrictions in the Canal.

Tropical Fresh Water (TFW):

Tropical Fresh Water of Gatun Lake, density 0.9954

gms/cc at 85ºF (29.4ºC). [Transition to fresh water frequently alters the trim of large vessels 3 to 4
inches (7.5 to 10 centimeters) by the head.]

Panama Canal Universal Measurement System (PC/UMS):

The system based on the

Universal Measurement System, 1969, using its parameters for determining the total volume of a
vessel with the additional variations established by the Panama Canal Authority.

Maximum Allowable Start Time

: The maximum allowable amount of time that it takes

for a vessel engine to start, which must be tested before the transit begins.

2. Size and Draft Limitations of Vessels

Maximum Length

(1)

The maximum length overall including bulbous bow for commercial or

non-commercial vessels acceptable for regular transit is 950 feet (289.6 m), except passenger and
container ships which may be 965 feet (294.13 m) in overall length. Vessels transiting the Canal for
the first time at an overall length exceeding 900 feet (274.32 m), whether newly-constructed or
newly-modified are subject to the requirement of inspection and prior review and approval of
vessel plans. Vessels not receiving advance approval and/or not complying with Canal
requirements may be denied transit.

(2) The maximum length for integrated tug-barge combination acceptable for regular

transit is 900 feet (274.32 m) overall including the tug. A tug-barge combination must transit
together as one unit with the tug supplying the propelling power.

(3) The maximum aggregate overall length for non-self-propelled vessels acceptable for

transit is 850 feet (259.1 m), including accompanying tugs. Accompanying tugs must lock through
with the non-self-propelled vessel. One-time only transits that exceed these limitations may be
permitted on a case-by-case basis with prior approval of the Transit Operations Division manager,

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and subject to additional requirements and limitations in accordance with Paragraph 2.j(9) of this
section.

Maximum Beam

(1) The maximum beam for commercial or non-commercial vessels and the integrated

tug-barge combination acceptable for regular transit measured at the outer surface of the shell plate
is 106 feet (32.31 m).

(2) Wider commercial vessels including integrated tug-barge combination up to a beam

of 107 feet (32.61 m) may be permitted, with prior approval of the Transit Operations Division
manager, or his designee, to transit on a one-time delivery basis only if the deepest point of
immersion does not exceed 37 feet (11.3 m), TFW.

(3) The maximum beam for non-self-propelled vessels (other than integrated tug-barge

combinations) acceptable for transit is 100 feet (30.5 m). One-time transit of wider vessels may be
permitted with prior approval of the Transit Operations Division manager, and subject to additional
requirements and limitations in accordance with Paragraph 2.j(9) of this Notice.

Maximum Width

(1) No vessel with a maximum width exceeding its maximum beam may transit the

Canal without prior review and approval of vessel plans. Vessels not receiving advance approval
and/or not complying with Canal requirements may be denied transit.

(2) Vessels that carry cargo within 1 inch (2.5 centimeters) or less of the extreme beam

must have approved provisions, such as rubbing bands, to protect the cargo should the vessel rest
alongside the wall while in the chamber. The maximum beam of 106 feet (32.31 m) should not be
exceeded by the cargo protection method. This is brought about by the large number of container
vessels that are designed to load containers virtually to the extreme beam. If the ship lands on the
wall in a heeled condition or where the locks wall fendering or miter gate fendering protrudes,
damage may occur.

Protrusions

(1) Anything which extends beyond a vessel's hull, except for the main anchors, shall be

considered a protrusion and subject to all applicable laws and limitations.

(2) The Authority is not responsible for damages to protrusions whether permanent or

temporary.

(3) Vessels with protrusions may be permitted to transit provided that such protrusions

will not interfere with the safe transit of the vessel or present a hazard to Canal structures, as
determined by the Transit Operations Division manager. In either case, before transit is permitted,
masters of vessels will be required to execute a form undertaking to release the Authority from
liability in case of accident and to indemnify the Authority for damages sustained to or as a result
of protrusions.

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(4) Vessels with permanent protrusions must, prior to proceeding to the Canal, furnish

detailed information about the protrusion(s), including plans and request authorization for transit.
Advance information will minimize the possibility that transit may be delayed or denied. For
detailed information, contact the Transit Operations Division manager.

(5) Vessels with protrusions extending beyond the maximum length and beam

limitations specified in Paragraphs 2.a and 2.b above, may, on a case-by-case basis, be permitted to
transit, provided that approval is obtained in advance from the Transit Operations Division
manager and that protrusions do not present a hazard or interfere with lock structures, equipment
and/or operation, and the master executes a form releasing the Authority from liability. (See
Paragraph 2.h).

Maximum Height

The allowable height for any vessel transiting the Canal or entering the Port of Balboa at

any state of the tide is 190 feet (57.91 m) measured from the waterline to its highest point. With
prior permission from the Transit Operations Division manager, height may be permitted to 205
feet (62.5 m) on a case-by-case basis with passage at low water (MLWS) at Balboa. Maximum
Height Restrictions are due to the tide and the unpredictable upward movement of water from
swells, surges, waves, etc., and maintenance equipment suspended beneath the bridge at Balboa.

Draft

(1) The maximum permissible draft for Canal transits has been set at 39 feet 6 inches

(12.04 m) Tropical Fresh Water (TFW) at a Gatun Lake level of 81 feet 6 inches (24.84 m) or
higher. [Gatun Lake density is 0.9954 gms/cc at 85

F (29.4

C).] This provides a safe navigational

margin of at least 5 feet (1.52 m) over critical elevations in the Canal proper, and a clearance over
the south sill of Pedro Miguel Locks of 1 foot 8 inches (0.50 m) at a Miraflores Lake Level of 54
feet 6 inches (16.61 m).

(2) Prior to the initial transit of a vessel whose transit draft will exceed 35 feet 6 inches

(10.82 m), owners, operators or agents must supply in full the information required in the
Regulation on Navigation in Panama Canal Waters (

ACP Navigation Regulations, article 52

), and

request the maximum authorized transit draft for the vessel (deepest point of immersion TFW) from
the Transit Operations Division manager, not later than two weeks prior to the loading of the
vessel. This request will be returned with the approved maximum authorized transit draft stamped
thereon.

(3) The initial transit is permitted at or under the approved maximum authorized transit

draft. After the initial transit, unless the vessel's agent or owner is notified of any restrictions
imposed by the Canal Authority, this maximum authorized transit draft will remain in effect.

(4) All vessels transiting the Canal should have sufficient ballast to permit safe handling

during transit.

(5) A vessel whose ballast draft does not meet the minimum draft requirements

established by this section may be accepted for transit on a regular basis, provided the vessel

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

operator is granted permission after submitting the following information to the Transit Operations
Division manager:

(a) Principal dimensions of the vessel.

(b) Deepest attainable minimum draft (fore and aft).

(d) Necessary excerpts from the vessel's plans, drawings and maneuvering

data that relate to the vessel's suitability for transit. The information submitted should
include the proposed Panama Canal ballast condition detailed output, showing the status
of all ballast and consumable tanks, plus the maneuvering data in accordance with IMO
Resolution A.601 (15), Appendices 1, 2 and 3.

(6) Table 1 provides the minimum saltwater drafts for vessels anticipating transit. Drag

must not adversely affect maneuverability. Any drag beyond 6 ft (1.83 m) is considered adverse
drag in the Panama Canal and adjacent waters.

LENGTH MINIMUM

DRAFTS

Up to 425' (129.54 m)

Trimmed so pilot can see the ranges over the forecastle from center of
navigation bridge

Over 425' (129.54 m)

8' (2.44 m) forward, 14' (4.3 m) aft, TSW

Over 475' (144.8 m)

18' (5.5 m) forward, 20' (6.1 m) aft, TSW

Over 525' (160.02 m)

20' (6.1 m) forward, 22' (6.71 m) aft, TSW

Over 580' (176.8 m)

22' (6.71 m) forward, 24' (7.32 m) aft, TSW

Over 625' (190.5 m)

24' (7.32 m) forward, 26' (7.93 m) aft, TSW

Table I -

Minimum Salt Water Drafts

(7) Figure 1 (page 20) provides the limiting drafts due to bilge radius. On an off-center

lockage with the vessel touching the lock wall, the turn of the bilge will clear the locks wall batters
at the most critical point as shown in the table.

(8) A vessel having received permission to transit at less than the minimum required

draft will be inspected by the Authority upon its first visit under ballast conditions. If the vessel is
acceptable for transit at less than the prescribed minimum draft, the operator will be notified that
transit on a regular basis is authorized provided the vessel meets the special minimum draft
specified in that notification and that the master signs a form releasing the Authority from liability.

(9) If the vessel is found not to be acceptable for transit on a regular basis, a single

transit may be authorized, at the discretion of the Transit Operations Division manager, subject to
imposition of special conditions that may be required for reasons of safety or continuance of
regular Canal operations.

(10) Vessels are expected to arrive at the Canal properly trimmed and with a draft

which, when in fresh water, its deepest point of immersion will not exceed either the Published
TFW Draft, the Maximum Authorized Transit Draft established by the Canal for that particular

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

Potential Seasonal Draft Restrictions

(1) In the event of an unusually dry season (nominally, 1 out of 10 years) draft

restrictions might become necessary.

(2) During the rainy season (from May to December), Gatun Lake and Madden Lake,

the upstream reservoir for the Canal and the municipal water supply of Panama City, are filled to
capacity. During the dry season (from December to May), the Madden Lake reserve is drawn off to
keep Gatun Lake at an optimum level. In an unusually dry season, the Madden Lake reserve is
exhausted and the Gatun Lake level continues to decrease. As the Gatun Lake level is depleted
below 81.5 feet (24.84 m), it becomes necessary to reduce the maximum allowable draft to preserve
the safe navigation margin. The reductions are made in 6-inch (15.24 cm) decrements, with
three-week advance notice when possible, based on computer-assisted lake level and precipitation
forecasts made by the Authority's hydrologists and meteorologists. Ships already loaded to a
prevailing draft limitation at the time of promulgation of a new draft restriction are waived for
transit, subject to overriding safety considerations. Ships loading after promulgation of a new draft
restriction are held to a tolerance of not more than 6 inches (15.24 cm) above that restriction and
may be required to trim or off-load the ship to achieve a safe transit draft.

Release From Liability

(1) Masters of vessels will, prior to transit, be required to execute a form undertaking to

release the Authority from liability in case of accident and to indemnify the Authority for damages
sustained in the following instances:

(a) When a vessel transits at less than the minimum drafts in Paragraph 2.f, has a list

in excess of three degrees, or is so loaded or trimmed that maneuverability is adversely affected.

(b) When a vessel has protrusions.

determined by the Transit Operations Division manager. (See Section 4.)

(d) When the vessel's chocks, bitts or other equipment does not meet Canal

requirements as determined by the Transit Operations Division manager. (See Section 8.)

(e) When a vessel transits on a one-time delivery basis with extreme beam exceeding

106 feet (32.31 m).

(2) Pilots or boarding officers are requested to have the master of the vessel sign Form

4323, “Undertaking to Release and Indemnify”, prior to docking vessels in Balboa, Cristobal and
Rodman piers when such vessels are exceeding the allowable drafts shown in

Tables II, III and

, or when a vessel is to be berthed on a pier that has inadequate or absent fendering and/or

lighting.

(3) A refusal to sign such release may result in a delay of transit.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

DOCK

BERTH

USABLE

LENGTH

DEPTH

MAXIMUM

WATER

DRAFT

MAXIMUM

LENGTH

OF SHIP

REMARKS

6 AB

742 ft

226.16 m

30 ft 02 in

9.19 m

27 ft 03 in

8.30 m

600 ft

182.88 m

F / M / L OIL / WATER / DRY
& LIQUID BULK /
PASSENGER / CAR CARRIER

ABCD

1,050 ft

320.04 m

AB: 33 ft 01 in

10.08 m

CD: 32 ft 06 in

9.90 m

AB: 30 ft 02 in

9.19 m

CD: 29 ft 06 in

8.99 m

850 ft

259.08 m

F / M / L OIL / WATER/ DRY &
LIQUID BULK / PASSENGER

470 ft

143.26 m

30 ft 02 in

9.19 m

27 ft 06 in

8.38 m

530 ft

161.54 m

DRY DOCK EXCLUSIVE USE

280 ft

85.34 m

20 ft

6.10 m

19 ft

5.79 m

280 ft

85.34 m

REPAIRS

775 ft

236.22 m

34 ft 05 in

10.48 m

31 ft 06 in

9.60 m

775 ft

236.22 m

F / M / L OIL / WATER / ALL
TYPE OF CARGO

900 ft

274.32 m

33 ft 10 in

10.31 m

A: 30 ft 10 in

9.39 m

B: 29 ft 06 in

8.99 m

800 ft

243.84 m

F / M / L OIL / WATER / ALL
TYPE OF CARGO

1300 ft

396.24 m

52 ft 06 in

15.99 m

50 ft

15.24 m

1150 ft

350.52 m

CARGO

400 ft

121.92 m

29 ft 06 in

8.99 m

26 ft 07 in

8.09 m

300 ft

91.44 m

PASSENGER / REPAIRS

TABLE II -

Depths and Drafts in Balboa

PIER LENGTH

Total Pier

Length

Usable
Length

DEPTH

MLWS

MAX. S W

DRAFT

MLWS

MAXIMUM

LENGTH OF

SHIP AT

MAXIMUM

DRAFT

HEIGHT

ABOVE

LOW

WATER

(MLWS)

BEAM

LIMITATIONS

REMARKS

AREA

NO.

TRUE

HEADING

BERTH

Feet Meters Feet Meters Feet Meters Feet Meters Feet Meters Feet Meters

Approach to Pier 1

40 12.19 37 11.28

2 232

Pier 1 – North C 704 215 400

122

40 12.19 37 11.28 550

168 25’ 4” 7.72

none

Fuel Load

Disch-Stores

2 232

Pier 1 – North D 704 215 562

171

38 11.58 35 10.67 712

217 25’ 4” 7.72

none

Fuel Load

Disch-Stores

3 232

Pier 1 – South

A & B

704 215 625

191

40 12.19 37 11.28 775

236 25’ 4” 7.72

none

Fuel Load

Disch-Stores

4,5 232

Approach to Pier 2

35 10.67 32 9.75

6 232

Pier 2 – North C &

704 215 630

192

35 10.67 32 9.75

775

230 25’ 4” 7.72

none

Fuel Load

Disch-Stores

7 232

Pier 2 – South A 704 215 450

137

34 10.36 31 9.45

550

168 25’ 4” 7.72

none

Fuel Load

Disch-Stores

7 232

Pier 2 – South B 704 215 650

198

30 9.14 27 8.23

750

229 25’ 4” 7.72

none

Fuel Load

Disch-Stores

TABLE III:

Rodman Piers Draft Limitations

Notes:

Vessels scheduled to dock at Pier 1- South exceeding 32 feet of draft have to be scheduled taking in

consideration the tide height and the depth at Pier 2 – North (35 feet MLWS).

ACP under keel clearance is 3 feet.

Information provided by new port concessionaire Parque Industrial Marítimo de Panamá. S. A.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

DOCK

BERTH

USABLE

LENGTH

DEPTH

MAXIMUM

WATER

DRAFT

MAXIMUM

LENGTH

OF SHIP

REMARKS

AB 1030

313.94 m

41 ft
12.50 m

36 ft
10.97 m

970 ft
295.66 m

PASSENGERS / RO RO
CARGO

CD 1030

313.94 m

41 ft
12.50 m

40 ft
12.19 m

1030 ft
313.94 m

PASSENGERS

E 240

73.20 m

41 ft
12.50 m

33 ft
10.06 m

240 ft
73.15 m

WATER

AB 977

297.78 m

41 ft
12.50 m

39 ft 05 in
12.01 m

920 ft
280.42 m

F / M / L OIL / WATER /
ALL TYPE OF CARGO

CD 1000

304.80 m

41 ft
12.50 m

40 ft
12.19 m

1000 ft
304.80 m

ALL TYPE OF CARGO

E 240

73.15 m

41 ft
12.50 m

33 ft
10.06 m

240 ft
73.15 m

WATER

AB 990

301.75 m

41 ft
12.50 m

A: 38ft 05in
11.71 m
B: 30 ft
9.14 m

942 ft
287.12 m

F / M / L OIL / WATER /
ALL TYPE OF CARGO

CD 1010

307.84 m

41 ft
12.50 m

40 ft
12.19 m

955 ft
291.08 m

WATER

E 250

76.20 m

41 ft
12.50 m

26 ft 05 in
8.05 m

250 ft
76.20 m

WATER

AB 1068

325.53 m

41 ft
12.50 m

A: 37 ft
11.27 m
B: 28 ft
8.53 m

1036 ft
315.77 m

F / M / L OIL / WATER /
ALL TYPE OF CARGO

423

128.93 m

41 ft
12.50 m

30 ft
9.14 m

600 ft
182.88 m

F / M / L OIL / WATER /
ALL TYPE OF CARGO

460 ft
140.20 m

34 ft
10.36 m

29 ft
8.84 m

500 ft
152.40 m

REPAIRS

900

274.32 m

29 ft
8.84 m

35 ft
10.67 m

700 ft
213.36 m

REPAIRS

AB 1070

326.13 m

41 ft
12.50 m

40 ft
12.19 m

1000 ft
304.80 m

F / M / L OIL / WATER /
DRY & LIQUID BULK

CD 1070

326.13 m

41 ft
12.50 m

40 ft
12.19 m

1000 ft
304.80 m

F / M / L OIL / WATER /
DRY & LIQUID BULK

E 458

139.60 m

41 ft
12.50 m

29 ft 05 in
8.97 m

300 ft
91.44 m

F / M / L OIL / WATER

TABLE IV -

Depths and Drafts in Cristobal.

(These measurements are based on a survey made in 1995.)

NOTE:

Between Docks 6 CD – 7 AB, 7 CD – 8 AB and 8 CD – 9 there is a 105 ft beam

restriction.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

Approval of Plans

(1) The plans for new construction or modification for each vessel or class of vessels

should be submitted to the Transit Operations Division for review prior to modification or
construction. A minimum of two and a maximum of four sets of copies of each drawing should be
submitted. The ACP will retain for its records and files a single set of the drawings submitted and
will return only up to three sets of copies of the principal drawings submitted. Failure to comply
with this requirement may result in delay or denial of transit because of unsuitable or unsafe
arrangements.

(2) The numerous constraints affecting the transit schedules of vessels and tows make it

important that information provided in advance of the initial transit include the following
documents:

For approval (a minimum of two copies of each drawing must be submitted)

•

General Arrangement (indicating deployed boarding facilities, blue steering light and pilot

shelters/platforms)

•

Mooring Arrangement (indicating chock/bitt sizes and maximum safe working load/strain

capacities)

•

Wheelhouse Arrangement (showing required aids to navigation, such as indicators, wipers,

horn controls, radar and others)

•

Visibility Calculations (indicating compliance with ACP visibility requirements of Paragraph

4.e of this Notice)

•

Section Views showing the vessel inside the lock chamber pressed against both, center and

side walls, indicating clearances of protrusions from lock structures and equipment (for vessels with
protrusions – the locks chamber drawing may be downloaded from the Panama Canal web page at

For reference (one copy of each drawing retained for our records)

•

Midship Section (or Shell Expansion and bilge radius information, if the Midship Section is

not available)

•

Engine room plans

•

International Tonnage Certificate

•

International Load Line Certificate

•

Detailed drawings of chocks and bitts showing sizes and maximum strain capacities, if not

indicated in the mooring arrangement.

This advance information will minimize the possibility that transit might be denied due to

noncompliance with Canal regulations. For detailed information, contact the Transit Operations
Division manager (ACP-MRT).

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

(3) Vessels that have had the appropriate plans approved will normally retain such

approval unless it is determined by the Transit Operations Division manager that modifications are
necessary to ensure safe transit.

(4) The Transit Operations Division accepts electronic drawing submittals via e-mail or

by regular mail in diskettes sent to the addresses that appear in page 4 of this Notice.

(5) The drawings are to be saved in a format type, which minimizes file size and is

readable by or compatible with AUTOCAD2002. All drawing and letter files comprising the
submittal are to be zipped together into one zip file using the WinZip file compression software.
Please note that our e-mail system limits attachment size to less than 1.5MB.

(6) After review, the submittals will be stamped electronically and returned via e-mail,

zipped. In this manner the recipient has better control of the number of prints needed for their
internal distribution.

(7) Additionally, for the purpose of admeasurement, vessels transiting the Canal for the

first time shall present an International Tonnage Certificate (69) (ITC 69) or a substitute document
deemed acceptable by the Authority, based on a system substantially similar to the one adopted by
the aforementioned agreement. These vessels shall provide plans, classification certificates and
documents with information stating the Total Volume of the vessel or sufficient information to the
Admeasurement Unit (MRTD) to determine this volume through mathematical calculations. Please
refer to Agreement No.2, Article 5 of the “Maritime Regulations for the Operations of the Panama
Canal” which may be downloaded from

http://www.pancanal.com/eng/maritime/regulations/

and

http://www.pancanal.com/eng/legal/reglamentos/acuerdo2-eng.pdf

. There is no charge for ACP

admeasurement calculations if the 'ITC 69' values submitted are confirmed. If 'ITC 69' values are
not confirmed the vessel will have to be admeasured and the ACP will assess appropriate charges.

Prior to transit, one copy of the following drawings/documents are to be submitted to

the Admeasurement Unit (MRTD) for reference and returned after Admeasurement calculations are
completed:

•

Lines Plan (or offsets table, if Lines not available)

•

Midship Section (or Shell Expansion and bilge radius info, if Midship not available)

•

General Arrangement

•

Capacity Plan

•

International Tonnage Certificate

•

International Load Line Certificate

•

Suez Tonnage Certificate (if it has one)

Denial of Transit

Any vessel may be denied passage through the Canal when the character or condition of the

cargo, hull or machinery is such as to endanger Canal structures, or which might render the vessel
liable to obstruct the waterway, or whose draft at any part of the vessel exceeds the maximum

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

allowable draft as designated from time to time by the Canal Authority. Other specific
circumstances under which a vessel shall be denied transit are:

(1) When the vessel's maximum point of immersion exceeds its maximum authorized draft

as determined by its bilge keel radius.

(2) When the vessel's maximum point of immersion exceeds the published TFW maximum

draft then in effect.

(3) When the vessel’s mean draft exceeds the maximum allowable mean draft as provided

by the most current Load Line Certificate.

(4) When the length overall, including bulbous bow, exceeds the length stated in Section

2.a above.

(5) When the maximum width or extreme beam exceeds the width stated in Section 2.b

above by any amount unless the vessel was approved for regular transit prior to March 10, 1981.

(6) When a vessel has protrusions, which will interfere with the safe transit of the vessel or

present a hazard to Canal structures as determined by the Transit Operations Division manager.

(7) When the vessel has a list of ten degrees or more.

(8) When visibility from the navigation bridge of a vessel does not meet minimum

requirements as stated in Section 4.e and/or when in the judgment of the Transit Operations
Division manager transit would present an extreme hazard.

(9) Vessels whose list, trim or handling characteristics are such as to endanger themselves,

ACP appurtenances and/or a third party, may have such further limitations placed on them as the
Canal Authority deems necessary to insure reasonable safety.

Vessel Should Be Able to Relay at the Locks

Due to the increase in numbers and size of transiting vessels, relay lockage procedures have

become the norm. This lockage procedure involves mooring to the lock wall inside the lock
chamber, casting off all locks locomotives and receiving a different set of locks locomotives to
continue the lockage. During this process, the affected vessel is subject to the vagaries of the wind
and any associated lockage currents, and may contact the lock wall. Such contact may involve
heeling of the vessel, which would bring the hull shell plating, and any protrusions thereto, closer
to the locomotives at the very time the locomotive must pass down the length of the vessel.
Measures must be taken to ensure the safety of the vessel, locks equipment and their operators. To
that end, all new vessels must maintain a minimum clearance of 3.3 feet (one meter) between any
locks equipment and any protrusions extending beyond the vertical plane of the hull shell plating at
the waterline. Additionally, any vessel with windows, port lights, doors, side ports or other critical
appurtenances below a level of 42.2 feet (12.9 m) above the waterline at transit draft must take
measures to ensure its protection in case the vessel contacts the lock wall.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

3. Requirement for Pilot Platforms and Shelters on Certain Vessels

a. As required by the

ACP Navigation Regulations, article 64

, suitable platforms and

shelters must be provided by certain vessels for assisting pilots. Based on current operating
experience, the following vessels with a length of 900 feet (274.32 m) overall or more may require
two or more pilots when transiting the locks of the Canal. Control pilots will position assisting
pilots where they can best contribute to vessel control, which may be at any of the existing pilot
platform locations:

(1) Vessels with the bridge in the extreme after part of the vessel (assisting pilot

platforms will be forward).

(2) Vessels with the bridge in the extreme forepart of the vessel (assisting pilot platforms

will be aft).

(3) This requirement also applies to container vessels with a length of 700 feet (213.36

m) overall or more.

b. Platforms must afford suitable shelter to protect assisting pilots from rain and sun.

Figure 2 is a sketch of a simplified pilot platform acceptable to the Authority.

c. Each platform is to be erected directly over the furthest point forward of the extreme

beam at the waterline and not more than six inches inboard from the outside of the vertical plane of
the shell plating. For vessels where the bridge is located forward, these pilot platform shelters will
be required to be erected directly over that position which is the furthest point aft of the extreme
beam at the waterline and not more than six inches inboard from the outside surface of the vertical
plane of the shell plating.

d. In addition, all vessels whose extreme beam is 80 feet (24.38 m) or more are required to

provide bridge wing shelter platforms for the protection of control pilots at Conning Positions No.
4 and 5. Figure 3 is a sketch of a bridge wing shelter platform acceptable to the Authority.
Alternate arrangements, including portable shelters, which provide equivalent or better protection
and visibility may be acceptable.

e. The awning indicated in the sketches in Figures 2 and 3 of this section is to be made of

suitable material to provide shelter from the sun and rain. The deck of pilot platforms shall be made
of wood or other material with non-skid surface, sufficient to dry footing at all times. Overhead
awning should be rigged to avoid spilling water inside the framework of the shelter during rain.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

(3) Arranged so as to include a center window.

(4) Equipped with an efficient, mechanically operated rain wiper blade on the window at

the normal bridge Conning Position 1. In the case of vessels with a center crane or other type of
obstruction, blade type wipers shall be located on the windows at normal bridge Conning Positions
2 and 3. In case of enclosed bridge wings, blade type wipers shall be located also on the forward
and aft windows at Conning Positions 4 and 5.

Bridge Wings

- Bridge wings shall be provided with a clear, unobstructed passageway

of at least 3.93 feet (1.2 m) wide along their forward portions from the wheelhouse doors to the
extreme ends of the bridge wings. Additionally, the bridge wings shall be extended to the
maximum beam of the vessel. If it is not possible to extend the bridge wings the full breadth of the
vessel, they shall extend as far as possible and swing-out or portable platforms shall be provided as
follows:

(1) Extending to the maximum beam of the vessel.

(2) Of adequate size, strength and rigidity to hold two persons.

(3) Equipped with horizontal safety handrails and a toe board around the deck, 4-inches

high minimum.

(4) Platforms shall be safe and secure and maintained in good condition.

Normal Conning Positions

(see Figure 4)

(1) Conning Position 1 is located directly behind and next to the forward center

wheelhouse window.

(2) Conning Position 2 is located to port of Conning Position 1 directly behind and next

to the nearest window thereto that provides a clear unobstructed view ahead.

(3) Conning Position 3 is located to starboard of Conning Position 1, directly behind and

next to the nearest window thereto that provides a clear unobstructed view ahead.

(4) Conning Position 4 is located at the extreme end of the port bridge wing and must

provide a clear and unobstructed view fore and aft of the vessel's port side.

(5) Conning Position 5 is located at the extreme end of the starboard bridge wing and

must provide a clear and unobstructed view fore and aft of the vessel's starboard side.

(6) No equipment or instrumentation shall block the close approach to the forward

windows at Conning Positions 1, 2 and 3 and from the forward to after portions of the bridge wing
ends at Conning Positions 4 and 5. A minimum of 3.28 feet (1 m) clearance from consoles or
obstructions should be provided in these areas. Special requests for relaxation of this requirement
may be considered on a case-by-case basis. Inset navigation lights fitted on the bridge wing ends
are unacceptable, as they block the pilot’s close approach to these areas. Bridge wing controls shall
be so positioned that neither the controls nor the operator interfere with the pilot's functions.

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

permanent obstructions forward of the beam, the total arc of obstructed visibility from Conning
Position 1 shall not exceed 15 degrees.

(d) The side hull plating at the vessel's waterline, fore and aft, shall be visible from

bridge wing conning positions.

(e) Vessels shall be required to execute an Undertaking and Release if visibility from

the bridge is considered by the Canal Authority to present a hazard.

(2) Under an ongoing test, which began January 30, 2000, container vessels may be allowed

transit while not in compliance with the visibility requirements in Subsection 4.e(1) above,

provided they comply with all of the following requirements and conditions:

(a) Must be 700 feet (213.36m) or more in length.

(b) Must have clear visibility forward; therefore, should not be equipped with

centerline cranes or cargo gear, which in any way obstruct forward visibility.

by more than two (2) ship lengths, or 500 meters, whichever is less, forward of the bow to 10° on
either side, under all conditions of draft, trim and deck cargo.

(d) Must have installed, prior to transit, the pilot shelter platforms as required in

Article 64 of the Maritime Regulations for the Operation of the Panama Canal.

(e) Must be equipped with an operational

bow thruster, otherwise it may, at pilot

request, be assigned and charged for an additional tug through the Gaillard Cut.

(f) Must notify the ACP of their voluntary request to “Exceed ACP Visibility.” This

notification, which may be included in the remarks section of the ETA message, must be received
at least 48 hours prior to arrival stating that they “Exceed ACP Visibility.”

(g) Incur a service charge in the amount of $2,500 to cover the costs resulting from

the assignment of additional resources

provided adequate notification, as stated in paragraph f, has

taken place. If notification is not received at least 48 hours prior to the vessel’s

arrival,

the service

charge will be $6,500.

(h) Vessels failing to meet ACP visibility requirements that nonetheless qualify for this

test, but for which notification was not received as required in paragraph (f) above, may be subject to
delays and additional charges as well as the $6,500 service charge.

(i) Requests to modify previous ETA messages, which would change the “Exceed

ACP Visibility” status of the vessel, will only be allowed, with no service charge assessed, if
notification is received 48 hours prior to arrival.

(3) All vessels that arrive for transit not in compliance with the Panama Canal visibility

requirements as outlined above, are subject to the conditions outlined in paragraph 4.a of this
Notice (page 27), as well as the conditions and service charges stated in Item 2 above. Any denial

MR, January 1, 2005
MR Notice to Shipping No. N-1-2005

of transit or transit delays experienced due to non-compliance of the above or any other non-
compliance, will not be considered as an acceptable justification for claims from vessels for delays
in navigation, in accordance with Article 6 of the “Maritime Regulations for the Operations of the
Panama Canal.” Note: Vessel owners are encouraged to raise the height of the navigation bridge
of their existing vessels and to have new vessels designed and built with higher navigation bridges
so as to provide navigators the best possible visibility.

Indicators

- All vessels over 150 feet (45.72 m) in length shall be provided with:

(1)

Rudder angle indicators as follows:

(a) On vessels less than 80 feet (24.38 m) in beam, at least one of such design and

placement that it can be easily read by day or night from all normal conning positions and from the
steering station.

(b) On vessels 80 feet (24.38 m) or more in beam, at least one inside the wheelhouse

and one on each bridge wing, of such design and placement so that at least one can be easily read
by day or night from each conning position and from the steering station.

the rudder or rudders. It shall be noted that indicators located aft of the conning positions will not
be considered as meeting this requirement. Overhead rudder angle indicators located behind the
pilot’s conning positions are not acceptable. Rudder angle indicators mounted on overhead panels
should be as close to the forward bulkhead as possible for most efficient viewing by the pilot.

(2)

Propeller revolution tachometer or variable pitch propeller indicators as follows:

(a) On vessels less than 80 feet (24.38 m) in beam, at least one for each propeller, of

such design as to be easily read by day or night from all normal conning positions.

(b) On vessels 80 feet (24.38 m) or more in beam, at least one for each propeller

located inside the wheelhouse and one for each propeller located on each bridge wing, of such
design and placement so that at least one can be easily read by day or night from each conning
position.

the direction of the propeller or propellers. It shall be noted that indicators located aft of the
conning positions will not be considered as meeting this requirement.

(d) All vessels with variable pitch control indicators will have them so located as

required in (a) and (b) of this subsection.

(3)

Indicators must be operational:

Vessels with missing or broken indicators may

expect transit delays.

Very High Frequency (VHF) Radio

- Every power-driven vessel of 300 gross tons or

over, every power-driven vessel of 100 gross tons or over carrying one or more passengers for hire,

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and every commercial towing vessel of 26 feet (7.92 m) in length or over shall be equipped with at
least one VHF transceiver as follows:

(1) Must be operable from the navigational bridge and located near Conning Position 1.

(2) Must be equipped with International Channels 12 (156.00 MHz), 13 (156.650 MHz)

and 16 (156.800 MHz).

Whistle Controls

- Vessels shall be provided with whistle controls as follows:

(1) On all vessels, one within easy reach on the navigational bridge from Conning

Positions 1, 2 and 3, as described in Section 4.d, preferably on the forward bulkhead.

(2) If the beam of the vessel is over 49.2 feet (15 m), additional controls shall be

provided within 5 feet (1.52 m) of the extreme end of bridge wings at Conning Positions 4 and 5.

(3) Controls shall make it possible to regulate precisely any required whistle signal.

Steering Light

(1) All vessels over 328 feet (100 m) in length shall have installed, at or near the stem, a

steering range equipped with a fixed blue light which shall be clearly visible from the bridge along
the centerline. The height of the light is to be as close as possible to the height of eye level on the
bridge. If said range and light so placed would be partially or completely obscured from Conning
Position 1, then two such ranges and lights must be installed ahead of Conning Positions 2 and 3.
The wheelhouse position directly aft of the steering lights shall be marked with a small labeled
plaque on the window sill which can be located in the dark by feel.

(2) Naval or military vessels exempted from the requirements of 72 COLREGS

(see

ACP Navigation Regulations, article 108)

shall also be exempted from the requirements of this

article.

(3) The light required shall be capable of being illuminated and extinguished by a

suitable rheostat or control switch located either on the navigation bridge or forecastle deck, or
both.

(4) The use of this steering light shall be at the discretion of the Canal pilot who has

control of the navigation and movement of the vessel.

Bow/Stern Thrusters -

Vessels equipped with bow/stern thrusters should provide

controls located at the extreme ends of the bridge wings, as well as inside the wheelhouse.

Compass

(1) Ships of less than 150 gross tonnage (ITC69) shall be fitted with a steering compass

and have means for taking bearing.

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(2) Ships of 150 gross tonnage (ITC69) and over shall be fitted with a standard

magnetic compass and with a steering compass unless the information provided by the standard
compass is made available and is clearly readable by the helmsman at Conning Position 1. Means
must be available for taking bearings, as nearly as practicable over an arc of the horizon of 360

Residual deviation of the magnetic compass must be verified to be less than 7 degrees by swinging
the vessel on various headings. Such verification by a recognized calibration authority must have
been accomplished, and an accurate deviation table issued, within the previous 12-month period. If
necessary, the compass must be adjusted to reduce the observed deviation to less than 7 degrees.
Calibration cards issued and signed by the master will be accepted as long as the deviation is less
than 6 degrees.

(3) Ships of 500 gross tons (ITC69) and over shall be fitted with a gyro compass. The

master gyro compass or a gyro repeater shall be clearly readable by the helmsman from the main
conning position. On ships of 1,600 gross tonnage (ITC69) and over, a gyro repeater or gyro
repeaters shall be provided and shall be suitably placed for taking bearings as nearly as practicable
over an arc of the horizon of 360

. A gyro repeater shall be provided which shall be readily visible

and useable by the pilot from Conning Position 1. Maximum residual steady state gyro error shall
not exceed 2

. The maximum divergence in reading between the master compass and repeaters

under all operational conditions should not exceed plus or minus 0.5

(4) Vessels not in full compliance with these requirements should expect transit delays

during periods of fog or inclement weather, a common occurrence in the Republic of Panama
coincidental with the rainy season (May to December).

NOTE:

The ACP now requires that whenever a magnetic compass is calibrated or repaired in

Panama Canal waters, the vessel’s master must sign the ACP boarding officer’s inspection
checklist, corroborating that the magnetic compass was serviced using the appropriate procedures
and that the equipment is in proper working order for the transit. A compass deviation card issued
in Panama Canal waters without the corroborating signature of the master will not be accepted as
valid and will be considered as a vessel deficiency.

Course Recorders -

Vessels fitted with devices for recording engine orders and

responses, movement of the rudders and changes in the ship's heading shall have them operating
while navigating in Canal waters.

Bridge Wing Spotlights -

A spotlight or searchlight capable of illuminating the side of

the vessel at the waterline is required to be fitted at the extreme end of each bridge wing on all
vessels whose maximum beam is 98.4 feet (30 m) and over. For all vessels, such lights should be
mounted below the bulwark, preferably hinged type located on the after portion of the bridge wing
to allow them to be swung out of the way behind the bridge wing, when not in use. The normal
work position of the pilot when on the bridge wing is at the forward outboard corner where he can
look forward and down as well as over the side and aft. Lights, bearing repeaters and other
equipment must not interfere with the pilot's ability to do that.

Radar

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(1) Ships of 500 gross tonnage (ITC69) and over shall be fitted with a properly

functioning radar installation.

(2) Ships of 10,000 gross tonnage (ITC69) and over shall be fitted with two properly

functioning radar installations, each capable of being operated simultaneously with and
independently of the other.

Maximum Allowable Start Time

Notwithstanding that the engine is started from the bridge or the engine room, the maximum

allowable start time for transiting vessels equipped with direct reversible main propulsion diesel
engines shall be 10 seconds or less.

Use of Automatic Identification System (AIS)

The ACP has implemented mandatory carriage of Automatic Identification Systems (AIS) in
Panama Canal waters. In order to be accepted for transit through the Panama Canal, all vessels
over 300 gross tons or over 20 meters LOA must be equipped with an AIS transponder that meets
the standards set by the International Maritime Organization (IMO). With regard to combined and
multiple units (tug-and-tows), only the Tug will be required to be equipped with an AIS
transponder.

Shipboard AIS transponders shall comply with the following requirements:

(1) The AIS system installed onboard ships shall be Class A AIS shipborne equipment

according to IMO MSC 74 (69) Annex 3,

“Recommendation on Performance Standards for a

Universal Shipborne Automatic Identification Systems (AIS)”

, as amended.

(2) The AIS equipment shall be type-approved according to standard IEC 61993-2. The

Panama Canal Authority may require presentation of the type approval document. Some
transponders have old firmware versions, which will not function properly. The make and model
of these units, however, may be the same as those of the newer type-approved version. Normally,
this condition can be corrected by installation of a newer firmware version in the AIS equipment
and obtaining the type approval papers.

(3) The AIS equipment shall be installed according to IMO "

Guidelines for Installation of

Shipborne Automatic Identification System (AIS)

", including the installation of a Pilot Plug. The

Pilot Plug shall be close to conning position No. 1 on the navigation bridge. This plug shall be
labeled "AIS PILOT PLUG", and shall have nearby a USA standard (NEMA 5-15R) 120V, AC, 3-
prong power receptacle, to provide power to the pilot's laptop computer. This receptacle shall be
connected to emergency power. The IMO "

Guidelines for Installation of Shipborne Automatic

Identification System (AIS)

" are available on the web page of the IMO at the following address:

http://www.imo.org/includes/blastData.asp/doc_id=2741/227.pdf

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The ACP has been monitoring the signals sent by ships already fitted with AIS. Some of

these signals reveal deficiencies, which would make them unusable for transiting the Panama
Canal. The most common deficiencies found so far are:

(1) Ship's static data is loaded incorrectly or not present at all. For example, we have seen

ships reporting dimensions that are, obviously, incorrect.

(2) Some ships are not transmitting heading information. The connection of the ship's gyro

to the AIS is required.

(3) On some ships, although the AIS system seems to be connected to the gyro compass, the

heading information we are receiving shows the vessel with a different heading than the actual
heading of the vessel.

(4) Some shipborne AIS stations do not respond to shore station commands, especially AIS

Message 16, which is the "Assigned Mode" command, and AIS Message 17, which is “DGNSS
broadcast binary message”. The cause is probably outdated firmware. All AIS shipborne units
shall use Message 17 data when received to correct the internal GPS position and use it to
broadcast its position.

(5) Incorrect location of the Pilot Plug on the bridge and/or the installation not following

IMO’s "

Guidelines for Installation of Shipborne Automatic Identification System (AIS)

Experience has shown that harnessing today's leading-edge maritime technology reaps a

rich harvest of benefits. The Panama Canal Authority has participated extensively in AIS
discussions at the IMO, as well as in the technical meetings at IEC and IALA. Shoreside AIS
stations have been in place for testing since May 2002. The benefits of this satellite-based vessel
navigation aid for commercial vessels will apply to all Panama Canal users. Reduced delays,
improved safety, increased security and better logistical management of ship, canal, and dock
assets are just some of the benefits of this system, which will generate improvements in efficiency
in an increasingly cost-conscious world.

The amendments to Regulation 19, Chapter V, of the International Convention for the

Safety of Life at Sea (SOLAS 74) replaced the existing subparagraphs .4, .5 and .6 of paragraphs
2.4.2 with a new subparagraph .4 that requires all vessels, other than passenger ships and tankers,
of 300 gross tonnage and upwards, but less than 50,000 gross tonnage, to have AIS installed not
later than their first safety equipment survey conducted between the dates of July 1 and December
31, 2004. Subparagraphs .1, .2, and .3 of paragraph 2.4.2 of this same regulation remain in effect.
Passenger ships and Tankers are covered by subparagraphs .1 and .2, respectively. However, the
Panama Canal recognizes that not all vessels will have their permanent AIS systems installed until
December 31, 2004; therefore, vessels will have the choice of a rental AIS ready vessel tracking
portable unit from the ACP.

In addition, the Panama Canal will make an exception with older ships that only have

100VAC to 110VAC electrical service available on the bridge, instead of the required 120VAC, as
well as with those vessels that have a 2-prong USA standard electrical outlet, instead of the

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required 3-prong outlet. This lower voltage and type of outlet (NEMA 1-15R) will be acceptable;
however, the Canal will not accept vessels with 220-240 VAC electrical service.

Finally, vessels equipped with an AIS system that is not working properly, or it is not

programmed properly, will be required to use a rental portable AIS-ready vessel

tracking unit for

the transit, which will be charged to the vessel.

5. Requirements for Non-Self-Propelled Vessels

a. Non-self-propelled vessels, other than integrated tug-barge combinations, will be

accepted only on an individual basis; advance permission for initial transit as a non-self-propelled
vessel is required. Displacement of these vessels is limited to 35,000 long tons and the draft
requirements of Section 2.f of this Notice are applicable.

b. The draft of non-self-propelled barges 550 feet (167.64 m) or more in length may be

limited when in the opinion of the Canal Authority such limit is necessary to insure reasonable
safety.

c. Upon arrival, the tug will break up the tow and secure the bridle so no part of it extends

below the surface of the water.

d. Tows should have the capability of anchoring.

e. All tows will be inspected before being scheduled for transit.

For safety reasons and

to ensure that important details are not overlooked, inspections will normally be performed
in the inner harbor and during daytime.

f. Agents, operators and/or owners will be responsible to make any required alterations or

additions to equipment or stowage.

g. Boarding facilities will comply with Regulation No. 17, Chapter V, International

Convention for Safety of Life at Sea (SOLAS). For tows with freeboards of 30 feet (9 m) or more,
this also includes provisions for a nine-meter rig as described in Paragraph 10.f(3)(b) of this
Notice.

h. There must be a clear passage free of obstructions from the boarding facility to all

working areas; otherwise, catwalks with handrails and steps must be provided. Figure 5 is a sketch
of a catwalk and ladder acceptable to the Authority.

i. The working area near chocks and bitts on all dead tows must be clear of obstructions

and fitted with safety rails or lines at the vessel's sides.

j. Tows must provide a pilot shelter with a clear view forward on the center line, about

midway between the bow and stern. This shelter may be permanent or portable, but must protect
the pilot from the elements. All tows with beam in excess of 80 feet (24.38 m) shall provide pilot
shelters at the extreme beams from which the pilots may readily view the vessel's sides.

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k. Dead tows must be equipped with the chocks and bitts as set forth in the

ACP

Navigation Regulations, articles 59 and 60.

l. Tows must provide mooring and heaving lines in good condition, and have mooring

arrangements and bitts or cleats for securing tugs that do not interfere with those chocks and bitts
required for locomotive wires.

m. All barges will be fitted so that a pusher tug can be secured with its stem held firmly to

the centerline of the barge. Pushing tugs are to be equipped with wire cable snubbers and springs.

n. Barges with poor visibility forward will be assigned additional tug assistance for their

transit. The commercial tug may be placed in the notch or on a hawser at the discretion of the
Transit Operations Division manager. The determination of what constitutes poor visibility will be
made by the TOD manager. The suitability of additional commercial tugs used in the transit will
also be determined by the TOD manager.

o. Riding crews must be provided in sufficient numbers, as required by the Transit

Operations Division manager, to safely handle towboat lines and boarding ladders, and to assist in
mooring. While underway in Canal waters, anchors shall be manned and ready to be dropped in
case of emergency.

p. Agents, operators and owners of dead tows are urged to contact the Transit Operations

Division manager, as early as possible but not later than 48 hours prior to ETA, so that particular
requirements essential to planned transits can be met without delay.

6. Vessels Requiring Towing Services

a. Vessels arriving at either Panama Canal entrances having a mean draft in excess of the

allowable draft under the Load Line Regulations for the tropical zone applicable (as determined by
the American Bureau of Shipping, Lloyd’s Register, or other acceptable certifying agency) are
required to use the services of one or more ACP towboats. These towing services will be required
in the following Canal areas:

(1) From Buoys 1 and 2 in the Pacific entrance channel to Gamboa Reach, and vice

versa.

(2) From the north end of Gatun Locks to Buoy 3 in the Atlantic entrance channel, and

vice versa.

b. In cases where the overdraft is negligible, the assignment of one or more towboats may

be waived at the discretion of the Canal Operations Captain or his designee.

c. The following conditions require that vessels be towed through the entire Canal, and the

masters shall report these conditions and request the towing services:

(1) Vessels without mechanical motive power;

(2) Vessels with disabled machinery or bad steering; and

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(3) Vessels liable to become unmanageable for any other reason.

In addition, ACP authorities may require vessels to make use of one or more towboats

through Gaillard Cut, on the approaches to the locks, or in any other part of the Canal, when, in
their judgment, such action is necessary to insure reasonable safety to the vessel and/or the Canal
and its appurtenances.

The towing services in all of the above cases shall be chargeable to the vessel.

7. Deck Cargo

As provided in the

ACP Navigation Regulations, articles 72 and 73,

a vessel carrying a

deck load shall have it so stowed as to be sufficiently clear to provide safe working space around
all chocks, bitts, and other gear used in transiting and so arranged as to not obstruct any direct lead
from chock to bitts.

Deck cargo shall be so stowed to provide safe passage to and from necessary working

areas. If access to working spaces is necessary over a deck load, as with lumber, a catwalk will
normally be required, unless a leveled, continuous surface free of encumbrances such as lashings is
already provided. When catwalks are required they shall be at least 3 feet (0.915 m) in width and
provided with adequate guard rails. Where the deck cargo is sufficiently level for gangway
purposes without a catwalk, the guard rails, or life lines, spaced not more than 12 inches (30.5 cm)
apart vertically, must be provided on each side of the deck cargo to a height of at least 4 feet (1.20
m) above the cargo.

If deck access is provided on deck adjacent to deck cargo, a leveled continuous passage

at least 3 feet (0.915 m) in width shall be provided. This access shall be unencumbered by shoring,
lashings or other obstacles deemed hazardous to normal passage. Height over passageway may not
be less than 7 feet (2.134 m).

When personnel is required to traverse over deck cargo, ladders adequate for safe access

must be provided between the deck and top of deck cargo. Such ladder must be provided with
guardrails or safety lines as previously described for catwalks.

Deck cargo shall be stowed securely to prevent any shifting or displacement during

access to working spaces by personnel.

Vessels may transit with deck cargo protruding over one side only, not to exceed 15 feet

(4.572 m); but the maximum beam, including protrusions, must not exceed 85 feet (25.90 m).

An adequate bulwark or railing shall be provided between deck cargo and the ship's

side.

All sharp edges and projections on deck cargo adjacent to normal accesses shall be

adequately protected to prevent injury to personnel.

Sufficient lighting shall be provided by the vessel to illuminate deck accesses and

working spaces during hours of darkness.

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— and shall be capable of withstanding the stress caused by a load of 100,000 pounds (45,360 kg)
from the towing wires in any direction.

(4) Chocks designated as double chocks shall have a throat opening of not less than 140

square inches (900 square cm) in area — preferred dimensions are 14 x 10 inches (355 x 255 mm)
— and shall be capable of withstanding the stress caused by a load of 140,000 pounds (64,000 kg)
from the towing wires in any direction.

(5) Use of existing roller chocks is permissible provided they are not less than 49 feet (15

m) above the waterline at the vessel's maximum Panama Canal draft and provided they are in good
condition, meet all of the requirements for solid chocks as specified in Paragraphs 8.a(1), 8.a(2),
8.a(3) and 8.a(4) of this section, as the case may be, and are so fitted that transition from the rollers to
the chock body will prevent damage to towing wires.

However, roller chocks are not accepted in

plans of new constructions which are submitted for approval as per Paragraph 2.i of this
Notice.

(6) Each single chock shall have an accompanying bitt — preferred diameter of 14 inches

(356 mm) –– capable of withstanding the stress caused by a load of 100,000 pounds (45,360 kg).

(7) Each double chock located at the stem and the stern, in accordance with Paragraph

8.a(8) of this section, shall have two pairs of accompanying heavy bitts with each bitt of each pair
— preferred diameter of 16 inches (406 mm) –– capable of withstanding the stress caused by a
load of 140,000 pounds (64,000 kg). Other double chocks shall have a pair of accompanying heavy
bitts with each bitt capable of withstanding a strain of 140,000 pounds (64,000 kg).

(8) All vessels, except those not requiring locomotives, shall be fitted with a double

chock set athwartships right in the stem and another double chock set athwartships right in the
stern, except that on vessels of less than 75 feet (22.86 m) in beam, two single chocks may be
substituted for each double chock required by this subsection; on vessels of over 75 feet (22.86 m)
in beam two double chocks may be substituted. If such substitution is made, the chocks shall be
placed port and starboard not more than 8 feet (2.5 m) abaft the stem or 10 feet (3 m) forward of the
stern, provided that these chocks are not more than 10 feet (3 m) from the center line of the vessel.

(9) Vessels under 200 feet (60.96 m) in length and less than 50 feet (15.24 m) in beam

shall have a double chock or two single chocks at the stem and stern. If the vessel is equipped with
the two single chocks they shall be placed, port and starboard, not more than 8 feet (2.5 m) abaft
the stem or 10 feet (3 m) forward of the stern, and not more than 10 feet (3 m) off the center line
(see Figure 6).

(10) Vessels 200 to 400 feet (60.96 to 121.92 m) in length and not exceeding 75 feet

(22.86 m) in beam shall have a double chock at the stem and at the stern or two single chocks at the
bow and stern, port and starboard, not more than 8 feet (2.5 m) abaft the stem or 10 feet (3 m)
forward of the stern and not more than 10 feet (3 m) off the center line and shall have two
additional single chocks, port and starboard, 30 to 50 feet (9 to 16 m) abaft the stem and 30 to 50
feet (9 to 16 m) forward of the stern (see Figure 6).

(11) Vessels 400 to 570 feet (121.92 to 173.74 m) in length and not more than 75 feet

(22.86 m) in beam shall have a double chock at the stem and stern or two single chocks at the bow
and stern, port and starboard, not more than 8 feet (2.5 m) abaft the stem or 10 feet (3 m) forward

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ALTERNATE CHOCKS, IF NO CENTERLINE STERN CHOCK PROVIDED
(MAX 10’ FORWARD OF STERN, MAX 10’ OFF CENTERLINE, PORT AND STBD)
ADDITIONAL SINGLE TUGBOAT CHOCKS FOR VESSELS 91’ IN BEAM AND OVER:
10’ - 20’ OFF CENTERLINE, PORT AND STBD

ALTERNATE CHOCK, IF NO CENTERLINE BOW CHOCK PROVIDED
(MAX 8’ ABAFT THE STEM, MAX 10’ OFF CENTERLINE, PORT AND STBD)

SET 3

SET 4

SET 2

SET 1

MAX 10’

MINIMUM REQUIREMENTS:

SINGLE CHOCK - 12” X 8”
DOUBLE CHOCK - 14” X 10”

RADIUS - 7”

MAX 8”

30’ - 50’

40’ - 50’

80’ X 90’

ALTERNATE

MAX 10’

ALTERNATE MAX 10’

TUG CHOCK 10’ - 20’

30’ - 50’

VESSEL SIZE

VESSELS UNDER 200’ O.L. AND LESS THAN 50’ BEAM

(VESSELS OVER 125’ O.L. AND 50’ BEAM OR OVER REQUIRE SET 1 AND 4 ALSO

VESSELS FROM 200’ TO 400’ O.L. AND LESS THAN 75’ BEAM

VESSELS OVER 400’ TO 570’ O.L. AND LESS THAN 75’ BEAM

VESSELS OVER 570’ O.L. OR 75’ BEAM OR OVER

CHOCKS REQUIRED:

BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)

TWO SINGLE (ALTERNATE IF NO CENTERLINE PROVIDED)

IN ADDITION TO BOW AND STERN ABOVE
SET 1 (SINGLE 30’ TO 50’ ABAFT OF STEM)

SET 4 (SINGLE 30’ TO 50’ forward OF STERN)

IN ADDITION TO BOW AND STERN ABOVE

SET 1 (DOUBLE 40’ TO 50’ ABAFT OF STEM)
SET 2 (SINGLE 80’ TO 90’ ABAFT OF STEM)

SET 4 (SINGLE 40’ TO 50’ forward OF STERN)

BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)

TWO DOUBLE (ALTERNATE IF NO CENTERLINE PROVIDED)
SET 1 (DOUBLE 40’ TO 50’ ABAFT OF STEM)

SET 2 (SINGLE 80’ TO 90’ ABAFT OF STEM)

SET 3 (SINGLE 80’ TO 90’ FORWARD OF STERN)
SET 4 (DOUBLE 40’ TO 50’ FORWARD OF STERN)

NOTE: Vessels of 91’ beam of more without a Centerline Stern double chock
will require two double alternate chocks and two additional single tugboat chocks

ALTERNATE CHOCKS, IF NO CENTERLINE STERN CHOCK PROVIDED
(MAX 3.0 m FORWARD OF STERN, MAX 3.0 m OFF CENTERLINE, PORT AND STBD)
ADDITIONAL SINGLE TUGBOAT CHOCKS FOR VESSELS 27.73 m IN BEAM AND OVER:
3.0 - 6.0 m OFF CENTERLINE, PORT AND STBD

ALTERNATE CHOCK, IF NO CENTERLINE BOW CHOCK PROVIDED
(MAX 2.5 m ABAFT THE STEM, MAX 3.0 m OFF CENTERLINE, PORT AND STBD)

SET 3

SET 4

SET 2

SET 1

MAX 3.0 m

MINIMUM REQUIREMENTS(cm):

SINGLE CHOCK - 30.5 x 23.0

DOUBLE CHOCK - 35.5 x 25.5

RADIUS -18.0

MAX 2.5 m

9 - 16 m

12 - 16 m

24 - 28 m

ALTERNATE

MAX 3.0 m

ALTERNATE MAX 3.0 m

TUG CHOCK 3.0 - 6.0 m

VESSEL SIZE

VESSELS UNDER 60.96 m O.L. AND LESS THAN 15.24 m BEAM
(VESSELS OVER 38.10 m O.L. AND 15.24 m BEAM OR OVER REQUIRE SET 1 AND 4 ALSO

VESSELS FROM 60.96 m TO 121.92 m O.L. AND LESS THAN 22.86 m BEAM

VESSELS OVER 121.92 m TO 173.74 m O.L. AND LESS THAN 22.86 m BEAM

VESSELS OVER 173.74 m ’ O.L. OR 22.86 m BEAM OR OVER

CHOCKS REQUIRED:

BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)
TWO SINGLE (ALTERNATE IF NO CENTERLINE PROVIDED)

IN ADDITION TO BOW AND STERN ABOVE

SET 1 (SINGLE 9 to 16 m ABAFT OF STEM)
SET 4 (SINGLE 9 to 16 m forward OF STERN)

IN ADDITION TO BOW AND STERN ABOVE

SET 1 (DOUBLE 12 to 16 m ABAFT OF STEM)

SET 2 (SINGLE 24 to 28 m ABAFT OF STEM)
SET 4 (SINGLE 12 to 16 m forward OF STERN)

BOW CENTERLINE (DOUBLE) STERN CENTERLINE (DOUBLE)

TWO DOUBLE (ALTERNATE IF NO CENTERLINE PROVIDED)

SET 1 (DOUBLE 12 to 16 m ABAFT OF STEM)
SET 2 (SINGLE 24 to 28 m ABAFT OF STEM)

SET 3 (SINGLE 24 to 28 m FORWARD OF STERN)

SET 4 (DOUBLE 12 to 16 m FORWARD OF STERN)

NOTE: Vessels of 27.73 m beam of more without a Centerline Stern double chock
will require two double alternate chocks and two additional single tugboat chocks

FIGURE 6 –

Location of Chocks and Bitts

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(12) Vessels over 570 feet (173.74 m) in length or 75 feet (22.86 m) in beam or over

shall have a double chock at the stem and stern or two double chocks at the bow and stern, port and
starboard, not more than 8 feet (2.5 m) abaft the stem or 10 feet (3 m) forward of the stern and not
more than 10 feet (3 m) off the center line. In addition, these vessels shall have a double chock,
port and starboard, 40 to 50 feet (12 to 16 m) abaft the stem; a single chock, port and starboard, 80
to 90 feet (24 to 28 m) abaft the stem; a double chock, port and starboard, 40 to 50 feet (12 to 16 m)
forward of the stern and a single chock, port and starboard, 80 to 90 feet (24 to 28 m) forward of
the stern. On vessels over 900 feet (274.32 m) in length with maximum beam of 91 feet or more
extending to the stern, the double chocks required on port and starboard, 40 to 50 feet (12 to 16 m)
forward of the stern, shall be located no less than 42.65 feet (13 m) above the waterline at the
maximum Panama Canal fresh water draft of the vessel.

(13) All vessels with a maximum beam of 91 feet (27.73 m) or more, in addition to the

double chock at the stern, which is required by Paragraph 8.a(12) above, shall have two single
chocks on the stern. One chock shall be to port of the centerline and one chock shall be to starboard
of the centerline. The single chocks shall be symmetrically spaced not less than 10 feet (3 m) nor
more than 20 feet (6 m) from the centerline.

(14) Vessels with large flared bows or unusually high freeboard, such as container

vessels or vehicle carriers, will be required to provide single closed chocks located further aft than
those required in Paragraph 8.a(12) of this Notice for correct positioning of assisting tugs, or may
be required to fit recessed tug bollards into the hull so that tugs can work without coming in contact
with the bow flare or without requiring extra long lines and/or inefficient leads (see Figure 6).

(15) Where recessed hull bitts are installed in the hull, they shall be installed not less

than 12 feet (3.7 m) and not more than 15 feet (4.6 m) above the vessel's waterline. Vessels that
have an appreciable variation in draft may be required to install two sets of recessed hull bitts so
that one bitt is located over the other bitt. Also, the recessed hull bitts are to be installed in the hull
as far forward as possible, both port and starboard sides, where the bow flare does not exceed 25
degrees as measured from the vertical line of the vessel's side. This position may require locating
the chocks and bitts further aft than the 80 to 90 feet (24 to 28 m) abaft the stem as in Paragraph
8.a(11) above. This position will allow ACP tugboats to work safely under the bow flare without
the tugboats mast or pilothouse coming in contact with the vessel's hull.

(16) A vessel not requiring locomotives shall have a chock arrangement similar to that

described in Paragraph 8.a(9) of this Notice, except that the chocks need only be single chocks or,
if approved by the Canal Authority, of lesser strength.

(17) Any vessel that fails to meet these requirements may be denied transit. If the

Maritime Operations Director or his representative decides that the vessel can be handled without
undue danger to equipment or to personnel, notwithstanding her failure to comply with other
requirements of this section, the vessel may be allowed to transit after executing a release. The
master of the vessel must sign an undertaking for the vessel, her owners, operators or any other
persons having any interest in her, and for himself, releasing the Authority from and indemnifying
it against any loss, damage or liability incurred by the Canal Authority to the extent and in the
proportion that such failure to meet the requirements of this section proximately causes or
contributes to the casualty and resulting damages.

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(18)

All new vessels are expected to comply with all current vessel requirements.

Pre-existing vessels are granted a waiver for one round trip or for one year from the date of the
waiver, whichever comes first. Certain tank vessels, and other vessels that prove to the satisfaction
of the Authority that the work necessary to fit the chocks on the stern cannot be safely performed
while at dockside, will be provided with a waiver extending until the next yard overhaul.

Vessels

with ACP approved recessed bitt on the stern may, upon written application, be exempted
from this requirement.

(19) Adequate working space shall be provided on deck areas adjacent to winches,

capstans, chocks, bitts and fairleads and along the path of mooring lines at least 3 feet (0.915 m) in
width. This space shall be unencumbered by shoring, lashings or other obstacles deemed hazardous
to normal passage or work by line handlers. Height over these areas may not be less than 7 feet
(2.134 m). The working space provided along the path of the mooring lines and beside the bitts
must be sufficient so that three linehandlers can pull the lines aboard without using winches or
capstans.

b. For further information contact the Transit Operations Division manager.

9. Mooring Lines, Anchors and Deck Machinery

a. Vessels are required to have on deck, six manila or synthetic mooring lines forward and

six aft prior to commencing transit. The size and strength suitable for the vessel to dock, moor at a
lock approach wall or secure in a lock chamber are the vessel's responsibility. The master shall
inform the Boarding Officer whether or not the vessel complies with the above, so that he may
advise Marine Traffic Control. Wire ropes, and ropes composed of both wire and fiber or filaments,
are not acceptable for Canal operations.

b. These lines are required to be on deck prior to commencing transit and ready for

immediate use. Each line shall be at least 250 feet (75 m) in length and shall have an eye of at least
five feet (1.50 m) spliced in one end. If one of these lines is 500 feet (150 m) or more in length with
an eye in each end, it will qualify as two lines for the purpose of this requirement. They shall be in
good condition. Non-compliance with this requirement could result in transit delay.

c. Anchors and deck machinery shall be operational at all times.

d. All mooring winches shall be capable of retrieving the lines used for pulling the

locomotive wires onboard at a rate of 120 feet (37 meters) per minute.

e. Anchors shall be retrieved at a rate of 3 minutes per shot.

10. Boarding Facilities

a. The Authority considers proper boarding facilities to be an absolute necessity to insure

the safety of operations personnel and others using these facilities in Canal waters. Poorly
constructed, installed, maintained or operated boarding facilities are not acceptable for use in Canal
waters. Requirements for boarding facilities are defined in the ACP Navigation Regulations,

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articles 57 and 58.

Vessels with unsafe or inadequate boarding facilities will be required to correct

such deficiencies before transiting and lengthy delays may result. Figure 7 is a pictorial
representation of acceptable boarding facilities that comply with Canal standards.

b. Safe boarding facilities should be available through the entire transit for pilots and line

handlers. Improper boarding facilities may delay the transit or, if deemed safe by the Authority,
may require use of a tug to hold the vessel dead in the water during boarding or disembarking
operations. This is considered a vessel deficiency, therefore the tug will be charged to the vessel.

c. Boarding facilities of vessels arriving the Canal shall comply with the requirements

shown below, which conform with Regulation 17, Chapter V, International Convention for Safety
of Life at Sea (SOLAS), including all current amendments, annexes and resolutions.

General

(1) All arrangements used for pilots and/or line handlers transfer shall efficiently fulfill

their purpose of safely enabling embarking and disembarking. The appliances shall be kept clean,
properly maintained and stowed and shall be regularly inspected to ensure that they are safe to use.
They shall be used solely for the embarkation and disembarkation of personnel.

(2) The rigging of the transfer arrangements and the embarkation and disembarkation of

pilots and/or line handlers shall be supervised by a responsible officer with means of
communication with the navigation bridge, who shall also arrange for the escort of the pilot by a
safe route to and from the navigation bridge, and the line handlers to and from their designated
work stations. Personnel engaged in rigging and operating any mechanical equipment shall be
instructed in the safe procedures to be adopted. All boarding equipment shall be tested in operating
position by the vessel's personnel prior to use by Authority personnel.

Transfer Arrangements

(1) Arrangements shall be provided to enable the pilot or the line handlers to embark

and disembark safely on either side of the ship. All vessels shall have, weather permitting, both an
accommodation ladder and a pilot ladder rigged and ready for use upon arrival in Canal waters.

(2) When it is intended to embark and disembark pilots or line handlers by means of the

accommodation ladder, or by means of mechanical pilot hoists or other equally safe and
convenient means in conjunction with a pilot ladder, the ship shall carry such equipment on each
side, unless the equipment is capable of being transferred for use on either side.

f. Safe and convenient access to, and egress from, the ship shall be provided by both a

pilot ladder and an accommodation ladder. Mechanical pilot hoists or other boarding devices must
be approved by the Authority and may be used at the option of the pilot or line handlers.

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(1)

Pilot ladders

(a) The ladder shall be safe, convenient and efficient for the purpose of enabling the

pilots to embark and disembark safely, kept clean and in good order and may be used by officials
and other persons while a ship is arriving or leaving a port.

(b) The ladder shall require a climb of not less than 5 feet (1.5 m) and not more than

30 feet (9 m) above the surface of the water.

the ship, that it is within the parallel mid-body length of the ship and, as far as is practicable, within
the mid-ship half-length of the ship.

(d) Each step shall rest firmly against the ship's side; where constructional features,

such as rubbing bands, would prevent the implementation of this provision, special arrangements
shall be made to the satisfaction of the Authority to ensure that persons are able to embark and
disembark safely.

(e) A single length of ladder shall be used capable of reaching the water from the

point of access to, or egress from, the ship; in providing for this, due allowance shall be made for
all conditions of loading and trim of the ship and for an adverse list of 15 degrees. Whenever the
distance from sea level to the point of access to the ship is more than 30 feet (9 m), access from the
pilot ladder to the ship shall be by means of an accommodation ladder or other equally safe and
convenient means.

(f) The securing strong points, shackles and securing ropes shall be at least as strong

as the side ropes.

(g) The steps of the pilot ladder shall comply with the following requirements:

•

If made of hardwood, they should be made in one piece, free of knots or other defects. If

made of material other than hardwood, they should be of equivalent strength, stiffness and
durability to the satisfaction of the Authority.

•

The four lowest steps may be made of rubber of sufficient strength and stiffness or other

material to the satisfaction of the Authority.

•

Steps shall have an efficient non-slip surface, and shall not be painted with an opaque color

or high gloss paint. The grain and character of the step shall be visible in order that any cracks or
defects may be readily visible to the person using the ladder.

•

Should have not less than 16 inches (400 mm) between the inside surfaces of the side ropes.

Steps should be not less than 4-1/2 inches (115 mm) wide, and 1 inch (25 mm) in depth, excluding
any non-slip device or grooving.

•

Should be equally spaced not less than 12 inches (300 mm) nor more than 15 inches (380

mm) apart and be secured in such a manner that each will remain horizontal.

(h) No pilot ladder shall have more than two replacement steps which are secured in

position by a method different from that used in the original construction of the ladder, and any
steps so secured shall be replaced as soon as reasonably practicable by steps secured at position by

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the method used in the original construction of the ladder. When any replacement step secured to
the side ropes of the ladder by means of grooves in the sides of the steps, such grooves shall be in
the longer sides of the steps.

(i) Pilot ladders with more than five steps should have spreader steps not less than 6

feet (1.8 m) long provided at such intervals as will prevent the pilot ladder from twisting. Such
spreader steps or battens shall be made of the same material and construction as the other ladders
steps. The lowest spreader step shall be on the fifth step from the bottom of the ladder and the
interval between any spreader step and the next shall not exceed nine steps.

(j) The side ropes of the ladder shall consist of two uncovered ropes not less than 3/4

inch (20 mm) in diameter on each side. Each rope shall be continuous with no joints below the top
step. Two manropes properly secured to the ship and not less than 1 inch (28 mm) in diameter shall
be kept at hand ready for use.

(k) Side ropes shall be made of manila or other material of equivalent strength,

durability and grip that has been protected against actinic degradation and is satisfactory to the
Authority.

(l) A life buoy equipped with a self-igniting light should be kept at hand ready for

use, as should a heaving line. Life buoys should not be attached to the ship.

(m) Lighting should be provided such that both the pilot ladder over side and the

position where any person embarks or disembarks on the ship are adequately lit.

(2)

Accommodation ladders

(a) Accommodation ladders should be sited leading aft, that is, with the lower

platform at the after end. Accommodation ladders which lead forward or which do not rest firmly
against the vessel's side are not considered safe for use by ACP personnel. When in use, the lower
end of the accommodation ladder should rest firmly against the vessel's side within the parallel
mid-body of the vessel and within the mid-ship half-length and clear of all discharges. A pilot
ladder complying with the provisions of Paragraph 10.f(1) shall be kept on deck adjacent to the
hoist and available for immediate use.

(b) The lower platform of the accommodation ladder shall be kept in a horizontal

position when in use and it should be held at a distance above the water equal to the deck of the
boarding launch. The boat spar shall be extended. Intermediate platforms, if so fitted, shall be
self-leveling. Treads and steps of the accommodation ladder should be so designed that an adequate
and safe foothold is given at the operative angles.

equipped and rigged on both sides. If hand ropes are used, they should be tight and properly
secured. The vertical space between the handrail or hand rope and the stringers of the ladder should
be securely fenced.

(d) The length of an accommodation ladder used in combination with a pilot ladder

as a nine-meter rig should be sufficient to ensure that its angle of slope doesn't exceed 55 degrees.
The pilot ladder should be rigged immediately adjacent to the lower platform of the accommodation
ladder and be secured at the edge of the lower platform with the pilot ladder hanging vertically. The

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pilot ladder should extend at least 6 feet 8 inches (2 m) above the lower platform and shall rest
firmly against the ship's side within the parallel mid-body of the ship and, as far as is practicable,
within the mid-ship half-length and clear of all discharges. The lower platform must be held at a
level to allow for the height of the launch deck, plus the height of a person standing on the deck,
plus the rise and fall due to swell; normally, 23 feet (7 m) above the water is sufficient.

(e) should be fenced as specified in paragraph 10.f(2)(c), and the pilot ladder should

extend above the lower platform at least 6 feet 8 inches (2 m). The aperture on the lower platform
must be open to the side of the vessel's hull to allow the pilot ladder to lay flat against the hull. Each
gate in the fence should have a latch to keep it securely closed. The lower platform must be held at
a level to allow for the height of the launch deck, plus the height of a person standing on the deck,
plus the rise and fall due to swell; normally, 23 feet (7 m) above the water is sufficient.

(f) Efficient hand gear shall be provided to lower or recover the person carried, and

kept ready for use in the event of power failure.

(g) The hoist shall be securely attached to the structure of the ship. Attachment shall

not be solely by means of the vessel's side rails. Two separate wire falls shall be used. The falls
should be made of flexible steel rope of adequate strength, resistant to corrosion in a salt laden
atmosphere and of sufficient length to allow for all conditions of freeboard likely to be encountered
in service, and to retain at least three turns on the winch-drums with the hoist in its lowest position.
Proper and strong attachment points shall be provided for hoists of the portable type on each side of
the ship. The falls should be so arranged that the ladder or lift platform remains leveled if one fall
breaks.

(h) If belting or rubbing bands are fitted in way of the hoist operation, such

obstructions shall be cut back sufficiently to allow the hoist to operate against the flat of the vessel's
side.

(i) A pilot ladder complying with the provisions of Paragraph 10.f(1) shall be kept on

deck adjacent to the hoist and available for immediate use so it is available from the hoist at any
point of its travel. The pilot ladder shall be capable of reaching the sea level from its own point of
access to the vessel.

(j) The position on the vessel's side where the hoist will be lowered shall be

indicated.

(k) From a standing position at the control point, it should be possible for the operator

to have the hoist under continuous observation between its highest and lowest working points.

(l) Adequate lighting shall be provided to illuminate the position on deck where a

person embarks or disembarks and the controls of the mechanical pilot hoist.

(m) A life buoy equipped with a self-igniting light should be kept at hand ready for

use, as should a heaving line. Life buoys should not be attached to the ship.

Two manropes properly secured to the ship and not less than 1 inch (28 mm) in diameter shall be
ready for immediate use if required by the pilot.

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(3)

Ship side doors

Ship side doors used for pilot transfer shall not open outward. The point of ingress or egress

must be no less than 5 feet (1.5 m) above the surface of the water. The opening used for embarking
or disembarking shall not be less than 5 feet (1.5 m) wide and 7.2 feet (2.2 m) tall.

(4)

Access to deck

(a) Means shall be provided to ensure safe and convenient and unobstructed passage

for any person embarking or disembarking, between the head of the pilot ladder, or of any
accommodation ladder or other appliance provided, and the vessel's deck.

(b) Where such passage is by means of a gateway in the rail or bulwark, adequate

handholds or stanchions shall be provided.

ladder shall be securely attached to the deck or bulwark to prevent overturning. Two handhold
stanchions shall be fitted at the point of embarking or disembarking from the ship on each side.

(d) Handholds and handhold stanchions should not extend beyond the hull of the ship

and should be free of protrusions such as loops, welded bars or pad eyes, and should be designed to
allow the human hand to grasp any portion and slide up and down, as necessary, without removing
the hand or releasing the grip. Handholds and stanchions should be not less than 2 feet 3 inches (0.7
meter) and no more than 2 feet 7 inches (0.8 meter) apart. Each stanchion shall be rigidly secured to
the ship's structure at or near its base and also at a higher point. Handholds and stanchions shall not
be less than 1 1/4 inches (32 mm) and no more than 2 inches (50 mm) in diameter, and shall extend
not less than 4 feet (1.2 m) above the top of the bulwarks or point of ingress. Stanchions or
handrails should not be attached to the bulwark ladder.

(e) Adequate lighting shall be provided to illuminate the position on deck where a

person embarks or disembarks.

11. Deck-loaded Containers on Ships not Built for Container Carriage

General

Transits with deck-loaded containers by ships not designed for container trade have become

more frequent in recent years. Many of these ships are smaller general purpose, break-bulk, liquid
or dry-bulk carriers. When such a ship carries deck-loaded containers well forward or aft of the
bridge, the pilot's view can be obstructed, tug and locomotive sound signals can be blanketed, and
risk of damage to the ship and Canal structures and equipment is increased. Failure to meet
minimum visibility requirements can disrupt overall Canal operations, and can delay the vessel's
transit by a day or more.

Approval for Transits

In some cases, vessels not meeting minimum visibility requirements may, at the discretion

of the Authority, be allowed the instant transit after execution of a proper release that relieves the
Authority from liability and indemnifies the Authority for damage or expenses incurred in case of

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damage of any sort immediately resulting from noncompliance with the visibility requirements.
Additional towboats may also be assigned at the vessel's expense. Permanent waivers cannot be
granted, and any future transits are expected to be in compliance with visibility requirements.

Advance Notice and Inspection

(1) Ships not container-designed but carrying deck-loaded containers are requested to

include in their Canal ETA messages information on the number and location of deck-loaded
containers. As a minimum, ships should provide location of deck-loaded containers by hatch or
tank; the numbers of containers loaded abeam, fore and aft, and how high they are stacked; and
whether containers are oriented athwartship or longitudinally.

(2) Such ships transiting for the first time, or that only transit occasionally with

deck-loaded containers, will be checked by boarding officers or port captains or both to determine
the need for visibility waivers.

(3) Such ships transiting regularly with deck-loaded containers will be advised of any

limitations on the number and configuration of deck-loaded containers necessary to satisfy
minimum shipboard visibility requirements.

Calculation of PC/UMS for Vessels not Designed to Carry Containers on Deck

(1) Panama Canal Authority admeasurers have detected on board dry bulk carriers that

containers are being carried on deck. When this is detected on vessels not designed to carry
containers on deck, the ACP is required to calculate the maximum on deck container carrying
capacity. As such, this tonnage is added to the PC/UMS net tonnage for that vessel and it is
applied to the vessel’s future transits, even if it is not carrying containers on deck.

(2) To determine the ballast or laden status for tolls at the Panama Canal, containers are

considered as cargo. For a container to be considered as an integral part of the vessel the Panama
Canal Authority requires that it be permanently welded to the deck and its volume be included in
the total volume of the vessel. A copy of the International Tonnage Certificate 1969 certifying this
change must be sent to the Admeasurement Office.

(3) This has been a long-standing policy which was implemented in 1952 and has been

applied consistently to all vessels ever since. For this reason, dry bulk carriers reported as being in
a ballast condition, but carrying containers on deck, will be assessed the laden toll rate.

12. Unauthorized Modifications to the PC/UMS Net Tonnage Certificate

a. Panama Canal Authority boarding officers have recently reported that some

classification societies have made minor corrections to the PC/UMS Net Tonnage Certificates for
transiting vessels; such as, changes in name, call letters, flag, etc. Be advised that the PC/UMS Net
Tonnage Certificates may only be altered by the Panama Canal Authority.

b. The practice of modifying the PC/UMS Net Tonnage Certificates, with or without the

Classification Society’s seal and/or stamp, is unacceptable to the Panama Canal Authority. These
unauthorized modifications are grounds for invalidating the vessel’s current PC/UMS Net Tonnage

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Certificate and, as a consequence, the Panama Canal Authority must issue a new certificate at the
standard re-issue charge of $30.00.

13. Calculation of PC/UMS Net Tonnage on Passenger Vessels

For the purpose of calculating the PC/UMS Net Tonnage of passenger vessels and, thus,

assessing tolls in the Panama Canal, passengers and their baggage are considered cargo; therefore,
all spaces that have been identified and certified for the use or possible use of passengers are to be
included in the total volume calculation of the vessel.

For the calculation of the PC/UMS Net Tonnage, the definition of “Excludable

Spaces,” as provided in Regulation 2, Section 5 of the International Convention on Tonnage
Measurement of Ships, 1969 (ITC 69), as well as in the Maritime Regulations for the Operation of
the Panama Canal, does not apply to areas on passenger vessels that are for the use of passengers.
These spaces, which are designed and certified for the exclusive use of passengers, such as
balconies, passageways, swimming pools, etc., are included in the total PC/UMS calculation.

It is recommended that in addition to the ITC-69 Certificate, passenger vessels provide

the Panama Canal Authority with PC/UMS documentation of total volume (Suitable Substitute)
that includes the volume of all enclosed spaces, with calculation sheets sufficiently clear in order to
facilitate our audit.

These documents, as well as the General Arrangement Plan, Capacity Plan with

deadweight scale, Midship Section Plan, Lines Plan/Body Plan, Shell Expansion Plan, copy of the
International Load Line Certificate, and copy of the Suez Canal Tonnage Certificate, should be sent
to the ACP Admeasurement Office at least four weeks prior to transit in order to review the
calculations and notify the owner or representative of any discrepancies found prior to the vessel's
arrival.

14. Dangerous Cargo Requirements

General

The Regulation on Navigation in Panama Canal Waters require a minimum of 48 hours

notice of intent to transit with dangerous cargo (

ACP Navigation Regulations, article 30

). The

specific characteristics of the dangerous cargo, whether in bulk or packaged, are the primary factors
which determine what, if any, precautionary measures shall be taken by the Authority. Cooperation
in this matter will help in applying ACP resources for the benefit of all customers, and assure
appropriate levels of safety for all vessels in transit.

Test of Equipment On Board

Vessels carrying dangerous materials are also required to test all dangerous cargo alarms,

safety devices, and fire fighting equipment as specified in the

ACP Navigation Regulations, article

115

. An entry shall be made in the ship's log stating that such tests were conducted and that the

systems were found in proper working condition or, if not in proper order, a detailed listing of
discrepancies shall be included within the log.

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Holding Due to Non-Compliance

Vessels are also reminded that a dangerous cargo hold ("H") will be imposed on vessels not

providing the required advance dangerous cargo information, and that continuing noncompliance
will result in not scheduling the vessels for transit until cleared by an ACP boarding officer. This
can result in a delay to the ship.

Tankers Claiming Cargo Tanks as "Gas Free" or "Inert"

In order to standardize the term "gas free" for applicability of the ACP Navigation

Regulations, Chapter IX, Dangerous Cargo, and its interpretation when used by tankers in item
GOLF of the pre-arrival radio message to the Marine Traffic Control required by the

ACP

Navigation Regulations, article 30

, the following policy is established:

(1) The term "gas free" is widely used within the shipping industry and the level of

being gas free has several values depending on the application. For ACP dangerous cargo
regulations the definition of "gas free" requires that all cargo tanks, including cargo slop tanks, be
free from dangerous concentrations of flammable or toxic gases. The goal is to have a vessel which,
while in transit or at dock, is safe enough to endure a collision and not risk an explosion.

(2) To bring this definition to a working application for transiting or docking vessels,

empty tanks shall be tested by the crew and verified safe for entry and hot work. When applicable,
masters will report in GOLF of their pre-arrival radio message the following:

"All cargo tanks

and cargo slop tanks are gas free and considered safe for entry and safe for hot work."

(3) Vessels with inert gas systems on board shall provide the following information in

paragraph GOLF of their pre-arrival radio message:

(a) If cargo tanks have been stripped of cargo and are inert.

(b) If the inert gas system is operational.

Reporting Dangerous Cargoes in Bulk

Complete information pertaining to dangerous cargo transported in bulk aboard vessels must

be provided to the Panama Canal Authority prior to entering Canal waters. It is an ACP requirement
that all cargo in bulk, either liquefied-gas, liquid or solid, be reported in detail in the Ship Due form.
In order to ensure efficient vessel scheduling for our customers, timely and complete information
regarding dangerous cargo is of paramount importance.

Tankers shall report the cargo loading condition of each tank, to include slop and empty

tanks. Specific information required includes the following:

•

The amount of cargo, cargo residue or slops, as well as the inert status of each tank.

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•

Reports of empty tanks shall indicate last cargo, cargo residues or slops, to include the flash
point.

•

Reports of gas-free status shall include the following statement: "Tank is gas-free and
considered safe for entry and safe for hot work." For gas-free definition, refer to subsection
14.d

(

Tankers Claiming Cargo Tanks as "Gas Free" or "Inert"

In addition, tanker vessels carrying petroleum products or liquid chemical cargoes in bulk

shall report the condition of each tank (including slop tanks and empty tanks), indicating whether
such tanks are loaded with cargo, cargo residues, or are empty. This report shall include the flash
point of each cargo, indicating whether the flash point temperature provided is Centigrade (ºC) or
Fahrenheit (ºF), and whether the test method utilized to determine it was closed-cup (c.c.) or open-
cup (o.c.). The flash point is used to classify the cargo and assign the precautionary-designator
(PD) to the vessel. ACP requirements regarding flash point are contained in Article 30, item
GOLF.6 of the Regulation on Navigation in Panama Canal Waters.

All solid bulk cargo carried aboard dry-bulk carriers or general cargo carriers shall be

reported in Item GOLF of the Ship Due form. The report shall provide the technical names of the
cargo in accordance with the Code of Safe Practice for Solid Bulk Cargoes (BC Code).

The aforementioned cargo information shall be reported to the ACP at

ETA@pancanal.com

96 hours in advance of the estimated time of arrival (ETA) of the vessel, utilizing Form 4376 (Ship
Due), which is available at

http://www.pancanal.com/eng/maritime/forms/4376.pdf

Reporting Shipments of Direct Reduced Iron

(1) Vessels transporting Direct Reduced Iron (DRI) in any of its forms, hot or cold

molded briquettes, lumps or pellets, are required to report the shipment by its correct technical
name and International Maritime Organization (IMO) number to the Traffic Management Unit in
the vessels' advance radio messages.

(2) DRI has been classified by IMO as belonging to the "Materials Hazardous only in

Bulk, MHB" class and is listed in the IMO "Code for Safe Practice for Solid Bulk Cargoes (BC),
Appendix B." The IMO number for cold molded briquettes, lumps or pellets is "BC No. 15" and for
hot molded briquettes is "BC No. 16."

(3) Additionally, the following advance information should be provided to the Transit

Operations Division (Dangerous Cargo) (MRTC chemist):

(a) Copy of certification that DRI is suitable for loading.

(b) Copy of certification that DRI conforms to IMO requirements.

Safety Practices for Solid Bulk Cargoes" for cold or hot molded briquettes has been followed.

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(d) Copy of procedures to be followed by the ship to ensure safety of ship and cargo

in the event the cargo gets wet.

Precautionary Measures Due to Dangerous Cargo

The Authority takes precautionary measures for vessels carrying dangerous cargo, which

vary depending on the ship and other factors. The specific characteristics of the cargo, and whether
they are in bulk or packaged, are the primary factors which determine what, if any, precautionary
measures shall be taken.

Information on dangerous cargo on board shall be provided by the vessel no less than 48 hours in
advance of arrival, and verified by the Authority Boarding Officer upon arrival.

Based on this information a Precaution Designator

(PD)

is assigned to the vessel.

"PDs"

are numbers

(1, 2, 3, 4, 5, 6 or 7

) or letters (

"N"

"H"

), where

"PD-1"

is the most hazardous

and

"PD-7"

, the least.

"PD-N"

means no dangerous cargo is aboard.

When a vessel does not provide the necessary information as required by the regulation, an

"H"

"HOLD"

is assigned. This means that the vessel will not be allowed to transit or dock

until the cargo information is made available.

The

"PD"

assigned to each vessel sets forth the imposed precautionary measures due to

cargo that will be taken for that vessel while in Canal waters, which include actions such as the
level of pilot assignments; docking, clear-cut or channel restrictions; special precautions while at
the locks, or whether or not a fire truck will stand by at the locks during lockages.

While the precautionary measures taken by the Authority are internal actions to ensure a

safe transit or docking to every vessel, it is important that masters provide exact and timely
information as there is a direct relationship between the type of cargo and the way the vessel is
scheduled for transit or for docking at Cristobal or Balboa.

Failure to provide proper information could result in delays to the vessel.

Reporting Shipments of Hazardous Wastes

Vessels transporting hazardous wastes that are subject to the control of the Basel

Convention on their trans-boundary movements and disposal are required to report their shipment
to the Panama Canal authorities in the vessel’s advance radio messages. The wastes are to be
identified by correct technical name, United Nations Number and International Maritime
Organization (IMO) Class and Division if applicable.

Additionally the following advance information should be provided to the Chemists section,

Transit Operations Division, Southern District:

(1) Copy of a movement document, indicating the point at which the trans-boundary

movement commences and the point of disposal, name of competent authorities, responsible parties
and any other requirements as required by Articles 6, 11 and any other article of the Basel
Convention.

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(2) Copy of Certification from shipper that the hazardous wastes are packaged and

labeled in conformity with applicable IMDG (International Maritime Dangerous Goods Code)
requirements.

(3) Statements from Master that the hazardous wastes packages are stowed in

accordance with applicable IMDG requirements and on his planned response procedures to be
followed by the ship to ensure safety of ship and crew in the event the hazardous waste is spilled or
leaked.

(4) Proof of financial responsibility and adequate provision for indemnity covering

public liability and loss to the ACP consistent with international practice and standards as set forth
by the Treaty Concerning the Permanent Neutrality and Operation of the Panama Canal.

Reporting Radioactive Cargoes

(1) The International Atomic Energy Agency (IAEA) is the United Nations Agency

authorized by statute to develop and promulgate regulations for the safe transport of radioactive
materials. The IAEA has published its latest edition of the

Regulations for the Safe Transport of

Radioactive Material 1996 Edition (Revised)

Safety Standards Series No. TS-R-1 (ST-1,

Revised)

. The IAEA regulations serve as basis for the IMO Class 7 requirements as published in

the International Maritime Dangerous Goods (IMDG) Code.

(2) As such, the Panama Canal Authority requires all radioactive material shipments

through the Panama Canal to comply with applicable requirements as published in the

Regulations

for the Safe Transport of Radioactive Material 1996 Edition (Revised)

Safety Standards Series

No. TS-R-1 (ST-1, Revised).

(3) For additional or specific requirements of any radioactive material shipment, please

contact the chemists of the Canal Port Captain (Pacific) Office at:

Phone: (507) 272-1312 / 4219
Fax: (507) 272-3015.
E-Mail:

MRTC@pancanal.com

Coverage requirements for transiting vessels carrying radioactive cargoes

(1) The Panama Canal Authority requires from transiting vessels carrying radioactive

cargoes, current proof of financial responsibility and adequate provision for indemnity to third
parties as a guarantee against any possible damage and/or loss to the Republic of Panama, the
Panama Canal Authority, and/or any other agency, including coverage to persons, lives and
property.

(2) The following requirements of coverage from transiting vessels carrying specific

radioactive cargoes will apply:

(a) For radioactive cargoes classified under IMO Class 7, Schedules 1-8 as listed in

the IMDG Code (2000 Edition), transiting vessels must provide either/or:

•

A “coverage in full” certificate issued by any P&I Club part of the International Group, or

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•

A minimum amount of US$20,000,000.00 (twenty million dollars) of liability insurance per
TEU container. The Panama Canal Authority may request an increase in the amount of
insurance as a result of risk evaluation made by ACP officials.

(b) For radioactive cargoes classified under IMO Class 7, Schedules 9-14 as listed in

the IMDG Code (2000 Edition), transiting vessels must provide:

•

A minimum amount of US$30,000,000.00 (thirty million dollars) of liability insurance per
TEU container. The Panama Canal Authority may request an increase in the amount of
insurance as a result of risk evaluation made by ACP officials, or

•

A “coverage in full” certificate issued by any P&I Club part of the International Group.

specifically identified in this Notice, please contact our chemists at the Pacific Canal Port Captain's
office (507) 272-1312/4219, or fax (507) 272-3015.

Advance Notification of Shipments of Fissionable Materials

(1) The Panama Canal Authority (ACP) requires a 30-day advance notification for

vessels that will be transiting the Panama Canal carrying radioactive cargo containing fissile
materials, which are classified under IMO Class 7 - Schedule 13.

(2) Therefore, effective immediately, vessels in this category must provide, in addition

to the 30-day advance notification, full documentation of applicable certificates and technical
details of the cargo in order to allow the Panama Canal Authority the opportunity to verify the
compliance of the cargo with the IMDG Code. Those vessels that do not comply with the advance
submittal of the documentation will not be approved transit through the Panama Canal or may be
subject to delays until such time that the documentation review is completed.

(3) For additional details on the required documentation mentioned above, please

contact the ACP chemists at the Pacific Canal Port Captain’s Office at telephone number (507)
272-1312/4219 or fax (507) 272-3015.

15. Hot Work Performed On Board Vessels

a. In order to ensure safe conditions in the Panama Canal, a written request to perform hot

work must be submitted to the Canal Port Captain's office for review and approval at least two
hours prior to commencing any type of hot work aboard vessels while in Canal operating waters.

b. The request to perform hot work must be accompanied by a certificate of inspection by

a registered Marine Chemist stating that the area where the hot work will be performed was
evaluated and found to be safe for the requested work. These requirements are especially important
if the hot work is to be performed within or on the boundaries of a confined space.

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c. Hot work is defined as any type of work that involves open flames or that generates

sparks, such as welding, grinding, drilling, cutting, etc.

d. A confined space is an enclosed space that:

•

is of sufficient size that someone can bodily enter to perform an assigned task;

•

has limited or restricted means of entry or exit, making it difficult to escape in an
emergency;

•

is not designed for personnel to occupy continuously;

•

and does not have natural ventilation.

e. Failure to comply with this requirement may result in fines and/or penalties.

16. Manning Requirements

Vessel agents and their principals should remind ships' personnel that sufficient personnel

must be available for a safe operation while in Canal waters. The Transit Operations Division
manager, or his designee may deny transit if, in his opinion, the vessel is insufficiently manned.
These requirements include:

(1) A full watch on deck and in the engine room while underway in Canal waters.

(2) Sufficient officers and crew members forward and aft to handle lines expeditiously

when approaching a lock, while moored temporarily to a lock wall, when in a lock chamber, or
when so requested by the pilot.

(3) Sufficient seamen to receive and let go tug lines.

(4) When a vessel is entering or leaving a lock, getting underway, berthing, shifting berth,

anchoring, or is underway in Gaillard Cut, the master shall be on the bridge and all other officers
shall be at their regular stations.

(5) As otherwise required by the

ACP Navigation Regulations, articles 102 to 106.

(6) Should Canal officials or the vessel's agent require the master's presence or attention,

the request may be granted by the pilot provided the master's presence is not momentarily essential
and a qualified representative remains on the bridge. The master shall remain or return to the bridge
at the pilot's request.

17. Additional Pilots Due to Vessel Deficiencies

a. Some vessels arriving for transit with certain noted deficiencies or conditions have

required the assignment of additional pilots in order to allow them to complete their transit. In the
past, the cost of these additional pilots was absorbed by the Panama Canal; however, in light of
increasing costs, the Panama Canal Authority now finds it necessary to charge for these additional
resources.

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Since March 1, 2002, any vessel that requires the assignment of more pilots than the

number that would normally be required by a vessel of her size, is assessed additional pilotage fees
in accordance to established tariffs:

•

Pilots assigned before transit begins ....................................... $2,250.00 each

•

Pilots assigned due to late discovery of deficiency ................ $4,500.00 each

Some deficiencies or conditions that could require additional pilots are:

•

Restricted visibility (excluding full-container vessels)

•

Inadequate sanitary facilities

•

Inability to relay

•

Clear channel restrictions due to cargo or ship design

•

Inability to develop and maintain the minimum

full ahead

speed required to

complete the transit in standard times.

b. In addition, handlines using transit advisors instead of pilots, which are unable to

complete their transit on the same day, are assessed the tariff for transit delay of $440.00 for the
additional transit advisor.

Since May 1, 2002, whenever owners or representatives of handline vessels that would

normally transit with transit advisors request the assignment of a regular pilot instead, that
assignment is charged at the rate of $2,250.00 if sufficient notification has been provided, as
specified on Tariff 1060.0040, or otherwise at the rate of $4,500.00, as specified on Tariff
1060.0045.

Whenever handline vessels present some deficiency or condition that prevent the

completion of their transit as scheduled, they are assessed the tariff for transit delay of $440.00 and
other related charges, such as launch and moorage.

Whenever owners or representatives of handline vessels request to stop in the Canal

interrupting their transit, they are assessed the tariff for transit delay of $440 and other related
charges, such as launch and moorage. However, if a transit is interrupted due to Canal scheduling
considerations, these charges will not be applied.

18. Main Source of Electrical Power

a. The main source of electrical power shall have sufficient capacity to supply all auxiliary

services necessary for maintaining transiting vessels in normal operational and habitable
conditions.

b. This main source of electrical power shall consist of at least two generating sets, one

acting as back-up, to ensure that the vessel remains capable of supplying those services necessary
to continue normal operational conditions of propulsion and safety.

c. To comply with SOLAS requirements, the generating sets shall also supply the power to

enable permanent minimum comfortable conditions of habitability, which include adequate

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